The document discusses the potential role of hydrogen and fuel cells in addressing climate change, environmental, and energy challenges. It notes that hydrogen in transportation and stationary applications could help reduce greenhouse gas emissions and dependence on oil. However, significant challenges remain regarding cost competitiveness compared to conventional technologies, developing fueling infrastructure, and gaining consumer acceptance. Overcoming these barriers will require sustained global cooperation between government and industry.
The best suited powertrain technology for cars should be chosen depending on miles driven per year and type of usage (more or less highway and urban). The ideal powertrain solution is only for a certain set of driving style and usage a gasoline/electric hybrid powertrain. For others a straight diesel powertrain, a gasoline powertrain or a diesle/electric powertrain are the best solutions.
The best suited powertrain technology for cars should be chosen depending on miles driven per year and type of usage (more or less highway and urban). The ideal powertrain solution is only for a certain set of driving style and usage a gasoline/electric hybrid powertrain. For others a straight diesel powertrain, a gasoline powertrain or a diesle/electric powertrain are the best solutions.
Commission for a Sustainable London 2012: Assuring Sustainability for the Lon...EIBTM
At EIBTM 2012, we were delighted to have Shaun McCarthy, Chair, Commission for a Sustainable London 2012 who shared some case study examples of sustainability in practice at the London 2012 Olympic Games. A great opportunity to learn about sustainability in action, and its legacy at a major, international event.
2009 12 08 Nuclear Power International Ed Kee Slides & NotesEdward Kee
Slides and notes on Economics of Nuclear Power, presented at the Nuclear Power International conference; contact me at edward.kee@nera.com for more information
By Lee Schipper, Global Metropolitan Studies, University of California, Berkeley, Berkeley, CA, USA 94720-1782. schipper@berkeley.edu; and,
Lew Fulton, International Energy Agency, Energy Technology Policy, Division 9, Rue de la Federation, Paris 75015, France Lew.fulton@iea.org. Published November 15, 2008
Ricardo low carbon vehicle partnership life cycle co2 measure - final reportUCSD-Strategic-Energy
A Ricardo study released in June highlighted the increasing importance of accounting for whole life carbon emissions to compare the GHG of low carbon vehicles. Ricardo found that a typical medium sized family car will create around 24 tonnes of CO2 during its life cycle, while a battery electric vehicle (BEV) will produce around 18 tonnes over its life. For a battery EV, 46% of its total carbon footprint is generated at the factory, before it has travelled a single mile. If the charging source is renewable energy, i.e., “Tailpipe Endgame” rather than 500g/kWH that Ricardo assumed, then the battery EV would have a life cycle C02 footprint only 37% that of a standard gasoline vehicle. The report was prepared by Ricardo for, and in collaboration with, the expert membership of the Low Carbon Vehicle Partnership that includes major vehicle manufacturers and oil companies, and it will be a strong baseline along with other analyses for all present and future funded efforts to document the environmental benefits of renewable energy charging of BEVs.
Commission for a Sustainable London 2012: Assuring Sustainability for the Lon...EIBTM
At EIBTM 2012, we were delighted to have Shaun McCarthy, Chair, Commission for a Sustainable London 2012 who shared some case study examples of sustainability in practice at the London 2012 Olympic Games. A great opportunity to learn about sustainability in action, and its legacy at a major, international event.
2009 12 08 Nuclear Power International Ed Kee Slides & NotesEdward Kee
Slides and notes on Economics of Nuclear Power, presented at the Nuclear Power International conference; contact me at edward.kee@nera.com for more information
By Lee Schipper, Global Metropolitan Studies, University of California, Berkeley, Berkeley, CA, USA 94720-1782. schipper@berkeley.edu; and,
Lew Fulton, International Energy Agency, Energy Technology Policy, Division 9, Rue de la Federation, Paris 75015, France Lew.fulton@iea.org. Published November 15, 2008
Ricardo low carbon vehicle partnership life cycle co2 measure - final reportUCSD-Strategic-Energy
A Ricardo study released in June highlighted the increasing importance of accounting for whole life carbon emissions to compare the GHG of low carbon vehicles. Ricardo found that a typical medium sized family car will create around 24 tonnes of CO2 during its life cycle, while a battery electric vehicle (BEV) will produce around 18 tonnes over its life. For a battery EV, 46% of its total carbon footprint is generated at the factory, before it has travelled a single mile. If the charging source is renewable energy, i.e., “Tailpipe Endgame” rather than 500g/kWH that Ricardo assumed, then the battery EV would have a life cycle C02 footprint only 37% that of a standard gasoline vehicle. The report was prepared by Ricardo for, and in collaboration with, the expert membership of the Low Carbon Vehicle Partnership that includes major vehicle manufacturers and oil companies, and it will be a strong baseline along with other analyses for all present and future funded efforts to document the environmental benefits of renewable energy charging of BEVs.
The Role of Carbon Capture Storage (CCS) and Carbon Capture Utilization (CCU)...Ofori Kwabena
The role of Carbon Capture and Storage & Carbon Capture and Utilization-
Capturing carbon dioxide and storing (CCS) is a climate change mitigation technology which is aimed at reducing CO2 emissions. The utilization of CO2 (CCU) in the manufacture of commercial products is also a technology used to complement CCS technology.
This paper presents a literature review on the mechanisms, developments, cost analysis, life cycle environmental impacts, challenges and policy options that are associated with these technologies.
Design and Modification of a 4 Stroke Bike using Gobar Gasvivatechijri
Taking a gander at the exponential development of Pollution we can foresee the fate of the Earth.
Infections like asthma, lung disease, skin malignant growth, and so on will be normal. Seeing at the present
situation of the oil and its rising value, conventional individual can't stand to spend such a gigantic sum, except
if it's a need and not recreation. This undertaking offers a chance to pound every one of the issues. The fix to
these issues is to utilize an other fuel which can be condition well disposed, utilizing green gas basically, Gobar
Gas. As Gobar gas emanates extremely less contaminations so we can spare the earth from air contamination.
From the examination we become more acquainted with that there are numerous wellsprings of contamination,
out of which transport has an extreme increment of 1301 tons of contamination which can make our condition
increasingly dirtied. In this undertaking we have planned to adjust the picked bike so as it keeps running on an
other fuel which is gobar gas. This bike is intended for country area people groups. It is seen that gobar gas
creation is more in rustic zones where there are a greater amount of cows ranches. Henceforth, it is anything
but difficult to get fuel for this bike at very lower cost. The bike when fuelled with gobar gas delivers enough
torque to take up its dead load with a rider, along these lines making it conceivable to have an extremely
minimal effort ride. This bike is made for advantageous transportation of an individual starting with one point
then onto the next.
Presentation by Bryan Comer on black carbon and heavy fuel oil in Arctic shipping, given at the 6th Session of IMO’s Pollution Prevention and Response Sub-committee.
The Arctic Council’s Protection of the Arctic Marine Environment (PAME) working group invited ICCT’s Bryan Comer to present on heavy fuel oil and black carbon in Arctic shipping. The meeting was attended by national representatives the eight Arctic nations, Arctic indigenous groups, and non-governmental organizations. This is the presentation Dr. Comer made at PAME’s recent meeting in Helsinki in September 2017.
Armonización de políticas para vehículos ligeros nuevos en América del Norte: Estándares de eficiencia energética, gases de efecto invernadero y contaminantes criterio
7/9/2014-7/10/2014
Mexico City
Armonización de políticas para vehículos ligeros nuevos en América del Norte: Estándares de eficiencia energética, gases de efecto invernadero y contaminantes criterio
7/9/2014-7/10/2014
Mexico City
Armonización de políticas para vehículos ligeros nuevos en América del Norte: Estándares de eficiencia energética, gases de efecto invernadero y contaminantes criterio
7/9/2014-7/10/2014
Mexico City
Armonización de políticas para vehículos ligeros nuevos en América del Norte: Estándares de eficiencia energética, gases de efecto invernadero y contaminantes criterio
7/9/2014-7/10/2014
Mexico City
Slides and audio from a webinar presenting the results of an ICCT study that evaluates worldwide historical and potential impacts of fuel quality and vehicle emission standards, presents a global policy roadmap through 2030, and quantifies the benefits to public health and the climate. The study finds that if countries worldwide followed a policy path to Euro 6/VI-equivalent emission standards and ultra-low sulfur fuel, early deaths from road vehicle emissions could be reduced by 75% in the year 2030.
Summarizes a study of key drivers of electric vehicle adoption, with an emphasis on vehicle-charging scenarios and infrastructure and an eye toward identifying options that can maximize benefits from greater EV use to both consumers and the grid.
Webinar broadcast 24 May 2012. Second in a series previewing results of a long-term study by the ICCT of India's program to regulate and control emissions from light-duty and heavy-duty vehicles—cars, motorcycles, trucks, and buses. Offers a broad overview of the influence of fuel quality on vehicle emissions, and assesses India's past, present, and possible future fuel-quality standards and compliance programs in the context of international best practices, with particular emphasis on sulfur content of fuels.
Presentation from a webinar broadcast 26 April 2012 summarizing India’s vehicle emissions control program and comparing India's policy against global benchmarks.
Presentation from a one-hour webinar hosted by the LowCVP on the technical and environmental characteristics of the EU passenger car fleet. Based on data from the ICCT's 2011 pocketbook of European vehicle market statistics. Down that report at <http: />
Abbreviated version of a presentation developed by Drew Kodjak, Fanta Kamakaté, Ben Sharpe, and Martin Campestrini of the ICCT, and originally delivered at the Asilomar Conference "Rethinking Energy and Climate Strategies for Transportation," September 1, 2011.
More from International Council on Clean Transportation (20)
Evolution of Heavy-Duty Vehicle GHG and Fuel Economy Standards
Advanced vehicle technologies
1. The Potential Role of Hydrogen and
Fuel Cells in Solving the Climate,
Environmental and Energy
Challenges.
Alan C. Lloyd, Ph.D.
President, International Council on Clean Transportation
Joint 12th IPHE Implementation and Liaison (ILC)
& Steering Committee (SC) Meeting
December 2, 2009
2. International Council on Clean Transportation
Goal of the ICCT is to dramatically reduce
conventional pollutant and greenhouse gas
emissions from all transportation sources in
order to improve air quality and human
health, and mitigate climate change.
Promotes best practices and comprehensive
solutions to:
– Improve vehicle emissions and efficiency
– Increase fuel quality and sustainability of
alternative fuels
– Reduce pollution from the in-use fleet, and
– Curtail emissions from international goods
movement.
The Council is made up of leading
regulators and experts from around the
world."
www.theicct.org Slide 2
3. Outline
Introduction and background
Changing global landscape
Market deployment opportunities
Fuel cell transportation applications
Stationary energy generation opportunities
Future needs and prognosis
Slide 3
4. Motivation for Deploying Zero to Near
Zero Emission Technologies
Conventional air
and other Pollution
Potential dramatic
GHG reduction
Energy security/
independence
issues
5. Augmenting CO2: Control to
Mitigate Climate Change
In addition to CO2 reduction, need more “fast
action” policies (Molina et al. 2009)
Reduction of HFCS with high GWP
Reduction of precursor gases to ozone formation
Reduction of black carbon (B.C. and/or soot)
Strong link between conventional pollutants and
GHG
Slide 5
6. Share of Global Black Carbon
Emissions from all Sources in 2000
Source: Bond, T.. (2009) Black carbon: Emission sources and prioritization. Presentation at the 2009 International
Workshop on Black Carbon. 5-6 Jan 2009. London, UK.
7. Global Warming Potential (GWP)
Estimated from IPCC 2007
GWP20 GWP100 GWP500
Black carbon 1600 460 140
Methane 72 25 7.6
Nitrous oxide 289 298 153
Sulfur oxides -140 -40 -12
Organic carbon -240 -69 -21
Carbon dioxide 1 1 1
Source: ICCT (2009) A Policy-relevant Summary of Black Carbon Climate Science and Appropriate Emission
Control Strategies. Available online at http://www.theicct.org
Note: The methodology used for black carbon was also used for organic carbon and sulfur oxides. Values for
black carbon, organic carbon and sulfur oxides were not published by the IPCC and are not official estimates.
8. Global Demand for Cars
COUNTRY POPULATION (Millions) CARS per 1000 people
Italy 58.2 595
Germany 82.7 565
Canada 32.9 561
Australia 20.6 507
France 60.9 496
Sweden 9.1 462
USA 303.9 461
UK 60.0 457
Japan 128.3 441
Norway 4.7 439
S. Korea 48.1 240
India 1,135.6 8
Kenya / Philippines 36.0 / 85.9 9
China 1,331.4 18
Slide 8
9. Expected Economic Growth
Country GDP Growth % 2010
China 8.6
India 6.3
Vietnam 6.0
France 0.9
Germany 0.5
UK 0.6
Canada 2.0
USA 2.4
Brazil 3.8
Source: Economist 2009
Slide 9
10. Market Deployment Opportunities
Global environment and climate challenges require
actions to increase efficiency and decarbonize fuels
Magnitude of challenge will require sustained effort
to dramatically reduce pollution and GHG
Hydrogen in transportation and stationary
applications can play a role – how significant
depends on policies and actions in the next few
years
Slide 10
11. Source: Honda Fuel Cell Vehicle Activities presentation by Stephen Ellis,
Manager FCV Marketing
Slide 11
12. Transportation Applications
Most H2 applications will use fuel cell
vehicles
H2 ICE also being demonstrated by BMW
and Mazda
H2 also being used in heavy duty engines in
blends with CNG
Slide 12
13. Source: Overview of Mazda Hydrogen Vehicles, DOE Hydrogen and Fuel Cell
Technical Advisory Committee
Slide 13
14. Source: Overview of Mazda Hydrogen Vehicles, DOE Hydrogen and Fuel Cell
Technical Advisory Committee
Slide 14
15. Source: Overview of Hydrogen and Fuel Cell Activities by Sunita Satyapal,
Acting Program Manager, DOE Fuel Cell Technologies Program
Slide 15
16. Well-to-Wheels Comparison of
Future (2035) Propulsion Systems
Need Lower
Carbon Fuels
Need Lower
Carbon Electricity
» MIT
On
the
Road
in
2035
16
17. Challenges: Liquid Fuel Advantage
ENERGY FUTURE: Think Efficiency
Energy density per Energy density per weight
volume
kWh/liter vs gasoline KWh/kg vs gasoline
Gasoline 9.7 13.2
Diesel fuel 10.7 110% 12.7 96%
Ethanol 6.4 66% 7.9 60%
Hydrogen at 10,000 psi 1.3 13% 39 295%
Liquid hydrogen 2.6 27% 39 295%
NiMH battery 0.1-0.3 2.1% 0.1 0.8%
Lithium-ion battery (present time) 0.2 2.1% 0.14 1.1%
Lithium-ion battery (future) 0.28 ? 2.1%
Source: American Physical Society, Sept. 2008, Chapter 2, Table 1
17
19. Source: On the Road to Sustainable Mobility – Fuel Cell Electric Vehicles by
Michael Schweizer, Product Management – Advanced Product Planning
Mercedes- Benz USA
Slide 19
20. Challenges: Development
Potential barriers to new propulsion systems
– Higher vehicle first cost
• Learning & economies of scale not realized
– Fueling
• Storage, infrastructure, range issues
• May be higher or lower (electricity) cost
– Safety, reliability, durability concerns Courtesy AC Transit
– Customer lack of awareness & risk aversion
– Manufacturers risk aversion
– Sunk capital costs in current technology Daimler Fuel Cell Vehicle
21. Source: Overview of Hydrogen and Fuel Cell Activities by Sunita Satyapal,
Acting Program Manager, DOE Fuel Cell Technologies Program
Slide 21
22. Challenges: Commercialization
Production build-up issues in addition to potential
development barriers:
– Development lead times and availability across
product platforms
– Capital investment required
– Supply of critical systems/components
– Capacity utilization
Competition from continuing improvements
from conventional technologies
23. Source: GM HTAC Review Automotive Fuel Cells by Keith Cole, Director Advanced
Technology Vehicle Strategy & Legislative Affairs
Slide 23
24. Source: On the Road to Sustainable Mobility – Fuel Cell Electric Vehicles by Michael Schweizer, Product
Management – Advanced Product Planning Mercedes- Benz USA
Slide 24
25. Stationary Source Applications
Rifkin Third Industrial Revolution Concept;
– Buildings as renewable energy sources
– Smart grid
– Hydrogen as storage, potential link with transportation
Portable Power
– Small consumer electronics (mobile phones, laptops)
– Micro fuel cells
Large fuel cells
– FC energy deployment
– UTC applications
Fork lifts
Telecom back-up power
Slide 25
26. Sierra Nevada Brewing Co. – Chico, California, USA
Natural or bio-gas is fed to the Fuel Cell , where hydrogen gas is extracted and combined
with oxygen from the air to produce electricity, heat, and water. Heat is then recovered
and used to heat water for brewing and the electricity is used throughout the brewery.
Fuel Cells are efficient, quiet, and produce extremely low emissions.
Completed one of the largest fuel cell installation in the United States - installing four
250-kilowatt co-generation fuel cell power units to supply electric power and heat to the
brewery.
Slide 26
27. Solutions
Extended Run Backup Power
Telecom Base Transceiver Stations
UPS
Highway/Railway Signaling and Communications
Surveillance, Sensing, Pumping, SCADA
Source: IdaTech 2009
29. Hydrogen Energy California (HECA)
Project: Hydrogen-fuelled power plant with carbon capture and sequestration
combined enhanced oil recovery
Location: Kern County, California, USA
Partners:
Type: Integrated gasification combined cycle (IGCC) with carbon capture and
sequestration combined with enhanced oil recovery
Output: 390 gross MW
Feedstock: Petroleum coke and coal as needed
CO2 capture: Over 2 million tons per year
Projected construction start: 2011
Projected target completion: 2015
Status: Applied for California Energy Commission permit in 2009
Source: http://www.hydrogenenergy.com/content_329_kern_county_california
Slide 29
30. Source: (Revised) Application for Certification for Hydrogen Energy California Kern County,
California by URS Hydrogen Energy International, Submitted to California Energy
Commission
Slide 30
31. Top Emitters of GHGs in California,
2008 (In Metric Tons)
1. Chevron Refinery, Richmond: 4,792,052
2. Shell Oil Refinery, Martinez: 4,570,475
3. BP Refinery, Carson: 4,504,286
4. Chevron Refinery, El Segundo: 3,603, 446
5. Dynegy Power Plant, Moss Landing: 2,962,149
6. Exxon Refinery, Torrance: 2,852,374
7. Valero Refinery, Benicia: 2,796,057
8. Tesoro Refinery, Martinez: 2,703,145
9. Southern California Edison – Mountain View Power Plant, Redlands:
2,697,142
10. La Paloma Power Plant, McKittrick: 2,544,398
Source: California Air Resources Board
Slide 31
32. Conclusions
Environmental, climate and energy challenges present an excellent
opportunity for H2 and fuel cells
Market potential has to recognize advancement in conventional
technologies
Need clean advanced technologies and fuels including light weight
platforms for transportation
Cost will continue to be a major issue as with most “game- changing”
technologies, e.g. batteries and fuel cells, cost and infrastructure will
pose significant challenges
Close cooperation between government and industry, and among nations
will be required over a sustained period
Slide 32
33. Global Risk, Global Action
“When I began looking at the subject of climate
change, what I find first thing to hit me was
the magnitude of the risks and the potentially
devastating effects on the lives of people
across the world. We were gambling the
planet.”
-Sir Nicholas Stern
Blueprint for a Safer Planet, 2009
Slide 33
34. Global Actions
Global cooperation necessary to confront
environmental, climate and economic threats
IPHE is an example of such cooperation
Slide 34