Honda FCV Concept to make North American debut at 2015 NAIAS in Detroit

17 December 2014

The Honda FCV Concept (earlier post) will make its North American debut at the 2015 North American International Auto Show in Detroit in January. The Honda FCV Concept made its world debut in Japan on 17 November, followed by an announcement that Honda will provide FirstElement Fuel with $13.8 million in financial assistance to build additional hydrogen refueling stations throughout the state of California in an effort to support the wider introduction of fuel-cell vehicles. (Earlier post.)

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The next-generation Honda FCV is intended to provide significant gains in packaging, interior space, cost reduction and real-world performance, including an anticipated driving range in excess of 300 miles (483 km).

The Honda FCV Concept showcases the styling evolution of Honda’s next fuel-cell vehicle, anticipated to launch in the US following its introduction in Japan, which is scheduled to occur by March 2016. The interior takes advantage of new powertrain packaging efficiencies delivering even greater passenger space than the Honda FCX Clarity fuel cell vehicle, including seating for up to five people. As the next progression in Honda’s dynamic FCV styling, the Honda FCV Concept features a low and wide aerodynamic body with clean character lines.

The original Honda FCX became the first EPA- and CARB-certified fuel-cell vehicle in July 2002. The FCX also was the world’s first production fuel-cell vehicle, introduced to the US and Japan in December 2002. Additional Honda fuel-cell vehicle firsts include:

• The Honda FCX was the first fuel-cell vehicle to start and operate in sub-freezing temperatures (2003).

• The FCX was the first fuel-cell vehicle leased to an individual customer (July 2005).

• With the FCX Clarity, Honda was the first manufacturer to build and produce a dedicated fuel-cell vehicle on a production line specifically made for fuel-cell vehicles (2008).

• Honda was the first manufacturer to create a fuel-cell vehicle dealer network (2008).

Sandia Labs and Linde partner to expand hydrogen fueling network; performance-based design for stations

17 December 2014

New Linde hydrogen station. Click to enlarge.

Sandia National Laboratories and Linde LLC have signed an umbrella Cooperative Research Development Agreement (CRADA) they expect to accelerate the development of low-carbon energy and industrial technologies, beginning with hydrogen and fuel cells.

The CRADA will begin with two new research and development projects to accelerate the expansion of hydrogen fueling stations to continue to support the market growth of fuel cell electric vehicles now emerging from the major auto manufacturers. The first will focus on performance-based design for hydrogen stations. The second focuses on safety aspects of the NFPA code.

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Performance-based design. A recent Sandia study, funded by the Department of Energy’s (DOE) Fuel Cell Technologies Office in the Office of Energy Efficiency and Renewable Energy (EERE), determined that 18% of fueling station sites in high-priority areas can readily accept hydrogen fueling systems using existing building codes. (Earlier post.)

The development of meaningful, science-based fire codes and determinations, such as those found in that study, shows that focusing on scientific, risk-informed approaches can reduce uncertainty and help to avoid overly conservative restrictions to commercial hydrogen fuel installations, Sandia researchers said.

Continuing down this path, the first project in the Sandia/Linde CRADA will be demonstrating a hydrogen fuel station that uses a performance-based design approach allowable under the National Fire Protection Association hydrogen technologies code, NFPA 2. The project will include support from the DOE.

California’s Alternative and Renewable Fuel and Vehicle Technology Program states that Linde expects to open new fueling stations in late 2015.

NFPA 2 provides fundamental safeguards for the generation, installation, storage, piping, use and handling of hydrogen in compressed gas or cryogenic (low temperature) liquid form and is referenced by many fire officials in the permitting process for hydrogen fueling stations.

Sections of NFPA 2 are typically not utilized by station developers, as they instead have focused more on rigid distance requirements for fuel dispensers, air intakes, tanks, storage equipment and other infrastructure. We know we can get hydrogen systems into more existing fueling facilities if our risk analyses show how they meet the code. This will help boost the developing fuel-cell electric vehicle market significantly.

The project, LaFleur added, will provide a foundation for the hydrogen fueling industry to implement the performance-based approach to station design and permitting, leading to sustained expansion of the hydrogen fueling network. The pilot demonstration, she said, will provide clear evidence that a performance-based design is feasible.

Safety. The second project currently taking place under the new CRADA focuses on safety aspects of the NFPA code and entails the modeling of a liquid hydrogen release.

With Linde’s help, we’re developing a science-based approach for updating and improving the separation distances requirements for liquid hydrogen storage at fueling stations.

Previous work only examined separation distances for gaseous hydrogen, she said, so validation experiments will now be done on the liquid model.

Sandia’s Combustion Research Facility, for years considered a pre-eminent facility for studying hydrogen behavior and its effects on materials and engines, is a key element of the research.

This focus on improving the understanding of liquid hydrogen storage systems, LaFleur said, will result in more meaningful, science-based codes that will ensure the continued expansion of safe and available hydrogen fuel to meet fuel cell electric vehicle demands.

This CRADA work is aligned with Hydrogen Fueling Infrastructure Research and Station Technology (H₂FIRST), an EERE project established earlier this year, and builds on over a decade of DOE investments in developing meaningful codes and standards to accelerate hydrogen and fuel cell markets in the US.

On Nov. 17, Toyota became the latest to unveil a fuel cell electric vehicle—Mirai (earlier post)—in the US. Last week, Linde opened the first fully certified commercial hydrogen fueling station near Sacramento with support from the California Energy Commission.

Mercedes-Benz B-Class Electric Drive reduces lifecycle CO2 emissions by as much as 64% compared to B 180 gasoline model

17 December 2014

CO₂ emissions of the B-Class Electric Drive compared with the B 180 gasoline-engine variant [t/car]. Click to enlarge.

The Mercedes-Benz B-Class Electric Drive (earlier post) delivers up to 64% lower CO₂ emissions than the equivalent B 180 gasoline model (when charged with hydroelectricity), according to Mercedes-Benz and TÜV Süd. The 132 kW B Class Electric Drive has a range of some 200 km (124 miles). TÜV Süd has awarded the electric-drive Sports Tourer the environmental certificate in accordance with ISO standard TR 14062 based on a comprehensive life-cycle assessment of the B-Class Electric Drive.

Over its entire life cycle, comprising production, use over 160,000 kilometers (99,419 miles) and recycling, the B-Class Electric Drive produces emissions of CO₂ that are 24% (7.2 tonnes – EU electricity mix) or 64% (19 tonnes – hydroelectricity) lower than those of the B 180, despite the higher emissions generated during the production process.

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This is due primarily to the efficiency of the electric motor, which gives rise to significant advantages during the use phase. One key factor here is the energy management system: the optional radar-based regenerative braking system, for example, ensures the optimal recuperation of braking energy back into the battery. This further enhances the efficiency of the drive system and enables even greater ranges.

CO₂ emissions during the use phase depend upon the method used to generate electricity. In 160,000 kilometers of driving use, the new B-Class Electric Drive (NEDC combined consumption from 16.6 kWh/100 km) produces 11.9 tonnes of CO₂, assuming use of the EU electricity mix. When electricity generated by hydroelectric means is used to power the electric vehicle, the other environmental impacts relating to electricity generation are also almost entirely avoided.

For CO₂ emissions, and likewise for primary energy requirements, the use phase represents a share of 53% and 59% respectively.

As a comparison, the B 180 (NEDC combined consumption 5.4 l/100 km) emits 23.8 tonnes of CO₂ during the use phase.

The fact that we are able to integrate the electric motor and batteries into a perfectly normal B-Class does not only mean that we can assemble the Electric Drive alongside the other B-Class vehicles on one production line, but almost more importantly means that our customers do not have to make any compromises at all in terms of spaciousness, safety or comfort. The B-Class Electric Drive is an important milestone along our journey towards emission-free driving.

B-Class Electric Drive. The electric B-Class was developed by Mercedes-Benz in collaboration with Tesla Motors; the car uses a Tesla drive system. (The battery for the predecessor model of the smart fortwo electric drive, for instance, also comes from Tesla.)

The electric motor delivers maximum torque of more than 340 N·m (251 lb-ft)—approximately equivalent to the torque from a modern, naturally aspirated three-liter gasoline engine. The B-class takes 7.9 seconds to accelerate from 0 to 100 km/h. In the interests of optimizing the range, the top speed is electronically limited to 160 km/h (99 mph).

Steel/ferrous materials account for around half of the vehicle weight (51.4%) in the new B-Class Electric Drive, followed by polymer materials with around 17% and light alloys (12.8%) as the third-largest group. The shares of other materials (primarily glass and graphite) and non-ferrous metals stand at 5.9% and 5% respectively. Precious metals make up around 4%. Service fluids comprise around 2.4%. The remaining materials—process polymers and electronics—contribute about 1.5% to the weight of the vehicle.

The polymers are divided into thermoplastics, elastomers, duromers and non-specific plastics, with thermoplastics accounting for the largest proportion, at 11%. Elastomers (predominantly tires) are the second-largest group of polymers, at 3.6%.

The material mix is markedly different that the gasoline version of the B Class. As a result of the alternative drive components, the proportion of steel in the B-Class Electric Drive is around 8% lower, for example, while the shares of light alloys and non-ferrous metals are each approx. 3% higher and the share of precious metals is approx. 4% higher than for the gasoline variant. The share of service fluids is almost 2% lower, due to the absence of fuel.

Washington governor proposes slate of measures to curb GHG emissions transition state to cleaner energy; cap-and-trade and EV incentives

17 December 2014

Washington Governor Jay Inslee announced a set of proposals to transition Washington to cleaner sources of energy and to meet greenhouse gas (GHG) emission limits adopted by the state Legislature in 2008. The proposals build on a comprehensive executive order issued by the governor in April.

Cap-and-trade. The proposed “Carbon Pollution Accountability Act” (CPAA) would create a new, market-based program that sets an annual limit CO₂ emissions; major emitters will need to purchase “allowances” for their emissions. Each year, the number of available allowances will decline to ensure emissions are gradually reduced. The Governor’s office projects that the program will generate about $1 billion in the first year, and more thereafter, which will be used for transportation, education, tax relief for working families and other purposes.

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The CPAA will affect the relatively small number of businesses that generate 85% of Washington’s CO₂ emissions. The governor’s proposal was informed by recommendations from his Carbon Emissions Reduction Taskforce, which included representatives from business, labor, health care, utilities, at-risk communities, governments and others.

Cleaner transportation options for consumers. Nearly half the state’s CO₂emissions comes from cars, trucks and other transportation sources. For electric vehicles, Inslee will request legislation to:

1. Extend the existing tax incentives, exempting sales tax from the first $60,000
   of the purchase price of electric, natural gas, propane and hydrogen vehicles. Set to expire next summer, this exemption is considered the single most important factor for future success of electric vehicles in the state.

2. Create an EV infrastructure bank to provide financial assistance for the installation of publicly accessible high-speed charging stations. The bank would be funded by an existing fee on electric vehicles, and administered by the public-private partnership office at WSDOT.

3. Require urban cities and counties to adopt incentive programs to encourage the fitting of new structures and the retrofitting of existing structures with rapid charging stations for electric vehicles. This bill helps solve the garage orphan problem of condo and apartment residents who are great candidates for EV ownership due to their shorter trips in a dense urban environment, but for whom owning
   an EV is not yet practical because they can’t
   conveniently charge at home.

In addition, Inslee proposed to provide a toll and ferry fare credit to EV owners who buy a “Good to Go” or “Wave to Go” pass.

Further, the state Department of Ecology will request legislation to allow Washington to adopt a zero emission vehicle program that incentivizes the sale of ZEVs, including plug-in electric and hydrogen fuel cell vehicles.

Inslee has also asked the Department of Ecology to draft a clean fuel standard rule and to solicit review and comments from legislators, stakeholders and the public. An economic analysis performed for the Office of Financial Management shows a clean fuel standard could be designed in a way that has no significant economic effects.

However, the governor said before initiating formal rule making, “I want to allow time for feedback from the legislative and public review phases. I also want to see what proposals and progress are made as the legislative session unfolds.”

If a decision to pursue a rule is made at a later date, the process would require development of a formal proposed rule and an extensive public review process.

Sustainable transportation planning. WSDOT is implementing a five-part action plan to reduce carbon emissions
that come from cars, trucks and other transportation-related sources. The plan includes
an assessment of technical and financial needs of local communities, guidance related to land use and transportation planning,
and adoption of a long-term statewide multimodal transportation plan for strategic investment in providing people with more transportation options.

To develop the necessary information for the statewide plan, the Governor has approved the Department of Transportation’s funding request to purchase and implement modeling software, allowing the state to better analyze rural
and urban areas to identify the most cost-effective project investments that will relieve congestion for commuters and enable freight to get to market more quickly.

Clean energy industry funding. Inslee is requesting $60 million for the state’s Clean Energy Fund to help research institutions, utilities and businesses develop and deploy new renewable energy and energy efficiency technologies. During the 2013–15 biennium, the $40-million Clean Energy Fund leveraged $200 million in matching funds from private industry partners.

The governor has also proposed funding for other technology development efforts, including a new research building at the Center for Advanced Materials and Clean Energy Technologies and additional test beds at the Clean Energy Institute, both at the University of Washington.

To promote the use of solar energy in the state, the Washington State University Energy Office is drafting legislation to expand the state’s successful incentive program to allow more parties to join while more effectively targeting incentives.

Lower energy costs through greater energy efficiency. The governor is proposing several initiatives that will allow businesses, government, farmers and homeowners to lower their energy costs by increasing their energy efficiency.

Inslee is also proposing several capital budget investments, including weatherization projects that will cut energy costs for thousands of low-income homeowners and energy efficiency projects on public buildings that will capture savings for state taxpayers.

Clean technology development and climate science. Inslee proposed investments to support the engineering and science work at the University of Washington:

• Center for Advanced Materials and Clean Energy Technologies: predesign and design of a new research building to house the Center, to include the chemical engineering, material science and engineering and bioengineering departments. ($6.6 M, capital budget)

• Clean Energy Institute: construction of test beds to support moving new clean energy materials and technologies from development to market, including research and training, scale-up and characterization, and systems integration. ($12 M, capital budget)

• Climate Impact Group: to provide impartial knowledge, data, tools, and technical advice to identify and reduce climate risks to the residents, communities, economies and resources of Washington. ($0.98 M, operating budget)

• Washington Ocean Acidification Center: to continue coordination and research to understand, monitor, and adapt to increasingly acidic waters, and their effect on shellfish and fish. ($1.55 M, operating budget). (Separate funding is provided to DNR to continue funding the related work of the Marine Resources Advisory Council ($150 K, operating budget).)