TM4 JV Prestolite Electric Propulsion Systems launches production at its Chinese facility

26 November 2014

Prestolite Electric Propulsion Systems (PEPS) has officially launched production at its new factory in Beijing. PEPS is a joint venture between TM4, a subsidiary of Hydro-Québec, and Prestolite Electric (Beijing) Limited (PEBL).

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The automated PEPS production line currently has a monthly capacity of 200 electric motors and power electronics modules. In 2015, the company will increase its capacity to 500 units per month to meet demand. PEPS has also set up facilities to test, validate and optimize its products.

Leveraging TM4’s licensed technologies, PEPS develops, manufactures and markets high-end hybrid and electric motor systems for the sustainable mobility market. Its product line includes motors, generators, inverters and vehicle control units for 6–18 meter buses, commercial vehicles, heavy machinery and river watercraft.

Several Chinese manufacturers are already using PEPS products and buses equipped with these technologies have been exported to countries such as Germany and Taiwan.

PEPS attributes its growth and development largely to the support it has received from Hydro-Québec and Chinese authorities, in particular the Beijing municipal government, the governments of Tongzhou and Songzhuang, the Beijing Commission of Economy and Information Technology, the Beijing Science and Technology Commission and the Beijing Municipal Bus Company, as well as Foton AUV Bus and its other customers and suppliers.

A wholly owned subsidiary of Hydro-Québec, TM4 was created in 1998 to market the electric propulsion technology developed by Hydro-Québec’s research institute, IREQ.

Toyota bringing vehicle-infrastructure cooperative systems to some new models in Japan in 2015

26 November 2014

Starting next year, some of Toyota Motor Corporation’s new models will be compatible with advanced vehicle-infrastructure cooperative systems that use a wireless frequency reserved for Intelligent Transport Systems (ITS). This compatibility will be offered as an option for the “Toyota Safety Sense P” active safety package that will be made available in 2015 on select new models sold in Japan.

The systems will use the dedicated ITS frequency of 760 MHz for road-to-vehicle and vehicle-to-vehicle communication to gather information that cannot be obtained by onboard sensors. At intersections with poor visibility, information about oncoming vehicles and pedestrians detected by sensors above the road will be conveyed via road-to-vehicle communication, and information about approaching vehicles will be conveyed via vehicle-to-vehicle communication, with audio and visual alerts warning drivers when necessary.

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Right-turn Collision Caution
(using road-to-vehicle communication). Click to enlarge.
 
Communicating Radar Cruise Control
(using vehicle-to-vehicle communication). Click to enlarge.

In addition, Toyota’s newly-developed Communicating Radar Cruise Control feature allows preceding and following vehicles to maintain safe distances between one another on highways.

Communicating Radar Cruise Control uses Toyota’s existing forward-facing millimeter-wave radar to detect inter-vehicular distances and relative speeds. The addition of acceleration and deceleration information from preceding vehicles (obtained via vehicle-to-vehicle communication) significantly enhances tracking performance. In addition to making highway driving safer, this helps reduce traffic congestion and enables more fuel-efficient driving.

Toyota is developing ITS-compatible interfaces in collaboration with government ministries and agencies and private companies, with the aim of launching them as soon as practically possible. In 2013, Toyota participated in the ITS Green Safety public-private collaborative demonstration project to assess the social effects of such systems. Going forward, Toyota will participate in the ITS Connect Promotion Consortium to support the development of environments for the smooth introduction of such systems and their widespread adoption.

Global Bioenergies reports first successful production of bio-butadiene by direct fermentation

26 November 2014

Global Bioenergies (GBE) has successfully produced bio-sourced butadiene by direct fermentation. This marks the first time an entirely biological production process—i.e. without any chemical step—has been reported for butadiene, an important petrochemical building block.

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Butadiene is a key platform molecule of the petrochemical industry with a world-wide market of more than 10 million metric tons per year. As of today, butadiene is exclusively obtained from fossil resources, principally through extraction from naphtha cracking. Given the decrease in naphtha cracking capacities, there is a need for alternative routes to butadiene.

In this context, Global Bioenergies signed in 2011 a collaboration agreement with Synthos, a leader in the production of butadiene-derived rubber products, to develop a direct fermentation route allowing a cost-effective transformation of renewable resources into butadiene.

Since such a direct biological route does not exist in nature, Global Bioenergies first had to invent a new metabolic pathway comprised of a series of non-natural enzymatic reactions. This step was successfully achieved in December 2012.

The next step consisted in improving the activity of those enzymes and implementing them into a bacterial strain.

Global Bioenergies has created such a proprietary production strain. This strain was placed in a lab-scale fermentation device, and upon the addition of glucose, the presence of butadiene in the off-gases was detected.

We now have in our hands a prototype process for the direct biological conversion of renewable resources into butadiene. We expect that this butadiene program will deploy in the next years as did our isobutene process, our most mature asset now operated in an industrial pilot. Direct fermentation of butadiene has major inherent advantages translating into better economics. We expect to demonstrate these in an industrial environment in the next few years.

Earlier this month, Global Bioenergies successfully carried out its first isobutene production trial at its industrial pilot site in Pomacle-Bazancourt. A production run was initiated on 3 November, resulting in the first production of isobutene by fermentation in an industrial environment. (Earlier post.)

Renault-Nissan Alliance has sold 200,000 EVs worldwide so far; 58% ZEV market share

26 November 2014

The Renault-Nissan Alliance has passed the 200,000^th electric vehicles sold mark and currently has a leading 58% market share for zero-emission cars (ZEVs) worldwide. Together, Renault and Nissan EVs have driven approximately 4 billion zero-emission kilometers (2.5 billion miles)—enough to circle the earth 100,000 times. Alliance EVs also represent 450 million kg of CO₂ that has not been emitted while driving. (The zero-emission distance and CO₂ data are based on a calculated average.)

Of those EVs, Japan-based Nissan has sold a cumulative 148,700 units worldwide since December 2010, when Nissan LEAF went on sale. The top markets for Nissan LEAF are the United States with about 67,000 sales since its launch; Japan with about 46,500 units; and Europe with about 31,000 units.

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France-based Renault has sold a cumulative 51,500 electric vehicles worldwide since its first model the Kangoo Z.E. went on sale in October 2011. Renault’s top markets in Europe—its main electric vehicle market—are France, Germany and the United Kingdom. In October, Renault regained the number one EV position in Europe with a market share of 31%. ZOE was the most popular vehicle with a 23% market share.

The Alliance sold its 200,000th EV in early November, about four years after the launch of the Nissan LEAF, the world’s first mass-market electric vehicle. Nissan LEAF remains the best-selling electric vehicle.

From January through the first week of November of this year, the Alliance has sold about 66,500 units—an increase of about 20% from the same period last year. The Alliance sells about two out of three electric vehicles worldwide, including Twizy, Renault’s two-seater urban commuter vehicle and the Nissan e-NV200 van on sale in Europe and Japan.

In the United States, LEAF is on track to be the top electric vehicle in 2014. Sales so far this year are up 35%, and Nissan LEAF has enjoyed 21 consecutive record sales months and has already broken its own yearly US sales record. In addition to LEAF, Nissan also sells the e-NV200 van, which went on sale in Europe in June and in Japan in October.

In the United States, the Alliance’s biggest electric vehicle market, there are more than 750 quick chargers in operation. Nissan is working with its dealers and charging partners to increase that number to 1,100 by mid-2015. The quick chargers are able to charge a LEAF from zero to 80% capacity in about 30 minutes.

This year, Nissan also launched its “No Charge to Charge” program, which provides free access to selected charging stations for two years with the purchase or lease of a new Nissan LEAF. “No Charge to Charge” is currently active in 12 US markets, and Nissan plans to expand to additional markets by mid-2015.

In Japan, the Alliance’s second-biggest EV market, there are more than 2,900 quick chargers in operation. Nissan and Japan’s three other top automakers have pledged to work together to raise that number to 6,000 by March 2015.

In Europe, the UK is the most advanced market in terms of electric vehicle infrastructure. Today, the quick charging network already covers 87% of the UK’s motorways.

Renault recently delivered its 5,000^th Kangoo Z.E. to La Poste, France’s national postal service and operator of the country’s largest corporate fleet. An additional 5,000 units will be delivered in the coming years.

In addition to Kangoo Z.E. and Twizy, Renault’s zero-emission range also includes the ZOE subcompact and the Fluence Z.E. sedan. In South Korea, the Fluence Z.E. is sold as the SM3 Z.E. under the Renault Samsung Motor badge.

The Renault-Nissan Alliance is a strategic partnership between Paris-based Renault and Yokohama, Japan-based Nissan, which together sell approximately one out of 10 cars worldwide. The companies, which have been strategic partners since 1999, sold 8.3 million cars in nearly 200 countries in 2013.

The Alliance also operates strategic collaborations with automakers including Germany’s Daimler, China’s Dongfeng, and India’s Ashok Leyland and has a majority stake in the joint venture which owns Russia’s top automaker, AVTOVAZ.

EPA proposes tightening primary ozone standards to range of 65-70 ppb; final rule by October 2015

26 November 2014

Counties where measured ozone is above proposed range of standards, based on 2011-2013 monitoring data. Source: EPA. Click to enlarge.

The US Environmental Protection Agency (EPA) is proposing tightening the ground-level 8-hour ozone (O₃) National Ambient Air Quality Standards (NAAQS) to within a range of 65 to 70 parts per billion (ppb), while taking comments on a level as low as 60 ppb. Earlier this year, EPA staff had recommended the further reduction of this primary ozone standard from the current 75 ppb (parts per billion) to a revised level within the range of 70 ppb to 60 ppb—and preferably below 70 ppb. (Earlier post.)

EPA will seek public comment on the proposal for 90 days following publication in the Federal Register, and the agency plans to hold three public hearings. EPA will issue final ozone standards by 1 October 2015.

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The Clean Air Act established two types of national air quality standards:

• Primary standards set limits to protect public health, including the health of at-risk populations such as people with pre-existing heart or lung disease (such as asthmatics), children, and older adults.

• Secondary standards set limits to protect public welfare, including protection against visibility impairment, damage to animals, crops, vegetation, and buildings.

The Clean Air Act requires EPA to review the standards every five years by following a set of open, transparent steps and considering the advice of a panel of independent experts. EPA last updated these standards in 2008, setting them at 75 ppb.

EPA scientists examined numerous scientific studies in its most recent review of the ozone standards, including more than 1,000 new studies published since the last update. Studies indicate that exposure to ozone at levels below 75 ppb—the level of the current standard—can still pose serious threats to public health, harm the respiratory system, cause or aggravate asthma and other lung diseases, and is linked to premature death from respiratory and cardiovascular causes.

Ground-level ozone forms in the atmosphere when emissions of nitrogen oxides and volatile organic compounds “cook” in the sun from sources such as cars, trucks, buses, industries, power plants and certain fumes from fuels, solvents and paints. People most at risk from breathing air containing ozone include people with asthma, children, older adults, and those who are active or work outside. Stronger ozone standards will also provide an added measure of protection for low income and minority families who are more likely to suffer from asthma or to live in communities that are overburdened by pollution. Nationally, 1 in 10 children has been diagnosed with asthma.

According to EPA’s analysis, strengthening the standard to a range of 65 to 70 ppb will provide significantly better protection for children, preventing from 320,000 to 960,000 asthma attacks and from 330,000 to 1 million missed school days. Strengthening the standard to a range of 70 to 65 ppb would better protect both children and adults by preventing more than 750 to 4,300 premature deaths; 1,400 to 4,300 asthma-related emergency room visits; and 65,000 to 180,000 missed workdays.

Costs are estimated at $3.9 billion in 2025 at a standard of 70 ppb, and $15 billion at a standard at 65 ppb nationwide, excluding California. EPA has analyzed costs and benefits for California separately, because a number of California counties would have longer to meet the proposed standard, based on their ozone levels. A number of California counties likely would have attainment dates ranging from 2032 to late 2037.

Estimated costs of meeting the proposed standards in California post-2025 are $800 million for a standard of 70 ppb, and $1.6 billion for a standard of 65 ppb.

EPA estimates gained health benefits of $6.4 to $13 billion annually for a standard of 70 ppb, and $19 to $38 billion annually for a standard of 65 ppb, except for California, factoring in an estimated:

• 750 to 4,300 premature deaths;
• 790 to 2,300 cases of acute bronchitis in children;
• 1,400 to 4,300 asthma-related emergency room visits;
• 320,000 to 960,000 asthma attacks in children;
• 65,000 to 180,000 days when people miss work; and

• 330,000 to 1 million days when children miss school.

Benefits of meeting the proposed standards in California add to the nationwide benefits after 2025, with the value of the additional benefits ranging from an estimated $1.1 to $2 billion at a standard of 70 ppb to $2.2 to $4.1 billion for a standard of 65 ppb.

A combination of recently finalized or proposed air pollution rules—including “the Tier 3 clean vehicle and fuels standards (earlier post)—will cut smog-forming emissions from industry and transportation, helping states meet the proposed standards, EPA suggested.

EPA’s analysis of federal programs that reduce air pollution from fuels, vehicles and engines of all sizes, power plants and other industries shows that the vast majority of US counties with monitors would meet the more protective standards by 2025 just with the rules and programs now in place or underway. Local communities, states, and the federal government have made substantial progress in reducing ground-level ozone. Nationally, from 1980 to 2013, average ozone levels have fallen 33%. EPA projects that this progress will continue.

The Clean Air Act provides states with time to meet the standards. Depending on the severity of their ozone problem, areas would have between 2020 and 2037 to meet the standards. To ensure that people are alerted when ozone reaches unhealthy levels, EPA is proposing to extend the ozone monitoring season for 33 states.

Secondary standard. EPA is proposing to define the secondary standard in terms of a “W126 index” in a range of 13 to 17 parts per million-hours (ppm-hours), averaged over three years. A “W126 index,” named for the formula used to calculate it, is a seasonal index often used to assess the impact of ozone on ecosystems and vegetation.

To achieve a level of protection equivalent to 13 to 17 ppm-hours based on the W126 metric, EPA is proposing to set an 8-hour secondary standard at a level within the range of 65 to 70 ppb. EPA analyzed data from air quality monitors and found that setting a standard in a W126 form would not provide additional protection beyond an 8-hour standard.

EPAis seeking comment on setting the standard based on the W126 metric within a range of 13 to 17 ppm-hours, averaged over three years. EPA also is seeking comment on defining a target protection level in terms of a W126 index value as low as 7 to 13 ppm-hours. In addition, EPA is taking comment on retaining the existing 8-hour secondary standard.

Resources

• Proposed rule

• Regulatory impact analysis

Platts Report: China oil demand rises 2.9% in October from year ago, YTD up 2%

26 November 2014

China’s apparent oil demand in October rose 2.9% year over year to 42.65 million metric tons (mt), or an average 10.09 million barrels per day (b/d), according to a just-released Platts analysis of Chinese government data. The official data has also showed that China’s year-to-date import and export volumes between January and October are at a net balance.

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Despite the year-over-year increase, China’s apparent oil demand in October slipped 2.5% from September. Meanwhile, total apparent oil demand was 9.96 million b/d during the first 10 months of the year, an increase of 2% from the same period last year.

(Platts calculates China’s apparent or implied oil demand on the basis of crude throughput volumes at the domestic refineries and net oil product imports, as reported by the NBS and Chinese customs. Platts also takes into account undeclared revisions in NBS historical data.)

Stimulus measures implemented by the Chinese government and autumn harvest activity in the farming sector continued to buoy domestic oil demand going into the fourth quarter. Some of these measures include the loosening of credit controls, and the lifting of the annual summer ban on fishing in China’s waters.

In an unprecedented development, China has become exactly balanced in oil products trade over January to October this year, with oil product imports and oil product exports at exactly the same volume.

With refiners continuing to request for export quotas, there appears to be more room for exports to grow right until the end of the year, and China could very well be a net exporter of oil products this year.

Crude throughput by refineries in October rose 6.3% year over year to 43.51 million mt, or an average 10.29 million b/d, according to data released by the National Bureau of Statistics (NBS) mid-November.

China’s oil product imports tumbled 22.2% year over year to 2.28 million mt in October, while exports soared 30.3% to 3.14 million mt, according to data released by the General Administration of Customs. As a result, China was a net exporter of oil products in October, with volumes hitting a record 860,000 mt.

China’s apparent demand for gasoil in October climbed 5.3% from a year ago to 15.06 million mt—the highest growth rate since September 2012. Last month’s domestic production of the fuel was 15.36 million mt, up 5.6% on a year-over-year basis while net outflows of the fuel jumped 22.4% to 300,000 mt.

Apparent demand for gasoline in China continued its upward trend, increasing 11.1% year over year to 8.87 million mt in October. Domestic production jumped 14.9% year over year to 9.54 million mt last month, although exports reached a four-year monthly high of 670,000 mt.

Fuel oil apparent demand in October slumped 31.4% year over year to 2.27 million mt. Lower consumption, particularly by the bunker sector and independent “teapot” refineries, has resulted in lower imports this year. Overall fuel oil net imports hit a 10-month low of 160,000 mt in October, compared with 850,000 mt a year ago.

Month-to-month demand in China is generally viewed to be subjected to short-term anomalies which are of interest and important to note, but often fail to reveal the country’s underlying demand trends. Year-to-year comparisons are viewed by the marketplace to be more indicative of the country’s energy profile.