Monday, May 12, 2008

Startup shows off electric car planned for Israel

A prototype of an electric car is displayed in Tel Aviv, Israel, Sunday, May 11, 2008. A Silicon Valley start-up company presented Sunday a prototype of the electric car it says will revolutionize transportation in Israel beginning in two years' time. (AP Photo/Ariel Schalit)
A prototype of an electric car is displayed in Tel Aviv, Israel, Sunday, May 11, 2008. A Silicon Valley start-up company presented Sunday a prototype of the electric car it says will revolutionize transportation in Israel beginning in two years' time. (AP Photo/Ariel Schalit) (Ariel Schalit - AP)
A charging plug of a prototype of an electric car is seen during a display of the car in Tel Aviv, Israel, Sunday, May 11, 2008. A Silicon Valley start-up company presented Sunday a prototype of the electric car it says will revolutionize transportation in Israel beginning in two years' time. (AP Photo/Ariel Schalit) (Ariel Schalit - AP)
Shai Agassi, an Israeli-American entrepreneur displays a prototype of his electric car in Tel Aviv, Israel, Sunday, May 11, 2008. A Silicon Valley start-up company presented Sunday a prototype of the electric car it says will revolutionize transportation in Israel beginning in two years' time. (AP Photo/Ariel Schalit)
Shai Agassi, an Israeli-American entrepreneur displays a prototype of his electric car in Tel Aviv, Israel, Sunday, May 11, 2008. A Silicon Valley start-up company presented Sunday a prototype of the electric car it says will revolutionize transportation in Israel beginning in two years' time. (AP Photo/Ariel Schalit) (Ariel Schalit - AP)
Shai Agassi, an Israeli-American entrepreneur displays a prototype of his electric car in Tel Aviv, Israel, Sunday, May 11, 2008. A Silicon Valley start-up company presented Sunday a prototype of the electric car it says will revolutionize transportation in Israel beginning in two years' time. (AP Photo/Ariel Schalit)
Shai Agassi, an Israeli-American entrepreneur displays a prototype of his electric car in Tel Aviv, Israel, Sunday, May 11, 2008. A Silicon Valley start-up company presented Sunday a prototype of the electric car it says will revolutionize transportation in Israel beginning in two years' time. (AP Photo/Ariel Schalit) (Ariel Schalit - AP)
By MATTI FRIEDMAN
The Associated Press
Sunday, May 11, 2008; 2:42 PM

TEL AVIV, Israel -- Israelis got a first demonstration Sunday of the electric car that developers hope will revolutionize transportation in the country and serve as a pilot for the rest of the world.

The silver car doing circles in a Tel Aviv parking lot looked like a regular sedan _ except it had no exhaust pipe and there was an electric socket where the mouth of the gas tank should have been.

The Silicon Valley startup Project Better Place hopes the fully electric prototype will be on Israel's streets in large numbers beginning at the end of 2010.

Backers of the project say the car will drastically reduce dependence on oil, cut emissions and put Israel at the forefront of international efforts to develop more environmentally friendly modes of transportation. Israel's government endorsed the project in January, and a Danish energy company also has joined as a partner.

But experts say technical pitfalls, such as a limited battery range, remain before the car will be marketable, and other car manufacturers are gambling on gas-electric hybrids as the green cars of the immediate future.

If the company's plan proceeds on schedule, Israel will be the first country to have electric cars on its highways in large numbers.

On the dashboard of the Renault sedan presented Sunday, the gas gauge was replaced by a screen showing how much battery power remained. In a test drive, the car accelerated quickly _ the company says it can go from zero to 60 mph in eight seconds _ and the engine remained nearly inaudible even at high speed.

The project is a joint venture between automotive giant Renault-Nissan, which is building the car, and Palo Alto, Calif.-based Project Better Place, which came up with the business model and is supposed to operate a recharging grid to be built across Israel beginning in 2009.

Several hundred cars are scheduled to hit Israel's streets in a pilot run next year, the company says, with larger numbers to arrive in late 2010.

The initiative is being led by Shai Agassi, an Israeli-American entrepreneur and high-tech wunderkind who raised $200 million to get the project off the ground. He also got Israel's government to endorse it earlier this year and promise tax incentives to promote the new vehicles when they go on the market.

At the time, experts said there are still plenty of technical pitfalls that need to be surmounted before the car becomes available to the general public.

Critics have pointed at the car battery's limited range _ 125 miles _ as a potentially major deterrent to consumers.

For long drives, motorists will be able to replace the battery at about 150 swap stations expected to be built around the country. The battery swap is expected to take the same amount of time as filling a tank of gas. For shorter journeys, drivers will be able to recharge the batteries at home or at the office.

Drivers will pay a monthly subscription for the batteries, with different plans like those of cell phone users. The company says the rates will come to less than the average monthly expenditure on gasoline.

Following Israel's lead, the Danish energy company DONG Energy AS adopted the Better Place model in March with a plan to have thousands of cars running on electricity generated by wind turbines by 2011.

If plans remain on schedule, Israeli consumers will be able to purchase an electric car by the end of 2010 for around the price of a regular sedan.

Sunday, May 4, 2008

Halellujah we are running out of fossil fuel - here's the clock


Learn more about Peak Oil at Energy and Capital.

Monday, April 21, 2008

Eilat To Become The First Solar City In Israel

April 22, '08Eilat in early evening

(IsraelNN.com) The Infrastructure Ministry has announced a mammoth project that will supply Eilat with almost of its needed electricity by using a solar power station. Approximately 3,000 acres will be set aside for the project. Ministry officials said that there are very few cloudy days in Eilat that would require using electricity from the Israel Electric Corp. (IEC).

The ministry also said that the Negev and Arava will be given first preference in other projects to promote solar energy. The generating capacity of IEC often is pressed to its limits, causing brownouts and blackouts in peak periods of demand during the hot summer months and during cold spells in the winter.

Friday, April 18, 2008

Israeli's buoys: attached hydraulic arms, contract, turning an alternator, creating electricity

Making Waves
vs. pollution from coal smoke stacks

It doesn't look like much, this thing lying dormant in the grassy driveway of Shmuel Ovadia's exceedingly modest offices in south Tel Aviv. Still, Ovadia insists, this bunch of plywood and rusting engines, bolted together in an old shipping crate, could save the planet.

The box of parts, and the large metal arm lying on top of it, is meant to be stationed a few kilometers away, just off the coast. There, in the surf that endlessly laps at the shore, a set of Ovadia's buoys would exploit one of the world's most reliable - and most potent - sources of energy.

The idea is fairly simple: Every wave on the ocean represents a significant amount of force; if even some of that tremendous energy could be harnessed, it could be turned into electricity.

"They say that just 1 percent of the energy in the oceans could power the entire world," Ovadia says, with a raise of the eyebrows and a nod of the head, as if to stave off any "no way" reaction. It is, he assures, a viable goal.

The tricky part of realizing such potential is finding a way to capture as much of that energy as possible and turn it into electricity in a safe and cost-efficient manner. Until now, the dozens of contraptions that have been tried - although tantalizing and inspiring - have proven unable to meet that challenge.

Part of the problem lies in the sheer brute force of the sea. One apparatus, a 750-metric-ton device, was torn to shreds off the coast of Scotland as it was being put in place. And that was in relatively shallow water. Attempts to harvest the even more powerful currents farther out to sea and deeper down require complicated feats of engineering that make such efforts impractical in the near future.

The beauty of Ovadia's system, he says, lies in its simplicity. Rather than try to channel the ocean's power, Ovadia wants to go along for the ride. His buoys lie atop the water, at or just off the beach. As waves raise the buoys, attached hydraulic arms, contract - turning an alternator, creating electricity. The entire process is fully automatic, and requires not a drop of fuel.

"I don't need smoke-belching towers, I don't need turbines, I don't need anything polluting," Ovadia says. What's more, he adds, his company's zero-emissions, quiet power plants could produce commercial amounts of electricity while taking up just a 10th of the space required by coal-burning or natural gas-burning power plants. The lower infrastructure costs, combined with lower per-kilowatt production costs, mean that the original investment in an ocean wave power plant manufactured by his firm SDE would be repaid in five years - a fourth of the time that most conventional power plants need to "earn their keep."

WITH ALL these advantages, you'd think potential clients would be busting down Ovadia's door. According to him, they are - and they are hailing from some unusual places. In addition to some general interest from companies and governments in Chile, Argentina, Spain, Cyprus, Monaco and other countries, SDE is in very serious negotiations with the government of Indonesia, the world's most populous Muslim state.

"We are very interested in this technology," Dr. Faizul Ishom of the State Ministry for Development of Disadvantaged Areas told The Jerusalem Post. "We are an island country with a lot of beaches, so it could be very good for us, and for our environment too. We want to apply this. I have already talked with power companies about it."

Ishom and other Indonesian officials have visited SDE's offices here, and they hope to return soon to finalize a deal. Initially, Ishom said, his country is looking to buy an ocean wave power plant capable of producing 100 MW, at a cost of $650 million. If that plant is successful, Indonesia would be interested in another one on the scale of 500 MW.

Pakistan - the world's only nuclear-armed Muslim state and, like Indonesia, a nation that has no formal diplomatic ties with Israel - is also eager to have Ovadia's company build a power plant for its citizens, an official confirmed to the Post. Count India and Sri Lanka among the countries in talks with SDE, as well.

Ovadia is focusing on Africa as a potential market, too. The general manager of the Zanzibar Electricity Corporation confirmed talks over a power plant between 10 MW and 100 MW in capacity. Tanzania, whose severely unstable electricity supply has crippled its already fragile economy, is eager to see a 500 MW plant constructed as soon as possible. Gambia, in a similar situation, paid for Ovadia to make a presentation in the capital.

"One of our country's biggest challenges is that we have no reliable source of energy," Ebrima Camara, of the Office of the President, told the Post. "If we had, we could increase our potential to attract investors for industry and manufacturing. We really want to be able to give our people the ability to be self-reliant and productive, so if we can get a technology like this, which would make electricity cheaply and reliably, it would mean a lot for Gambia."

Following what Camara described as "a very fruitful meeting," Gambia and SDE are negotiating over a 70 MW power plant in a deal that would be worth millions of dollars.

FOR ALL this attention from the rest of the world, though, Ovadia lacks recognition here at home.

"I used to get research grants from the Industry and Trade Ministry," Ovadia says, noting that his funding was cut in 2000, following a severe leg injury that kept him out of work for two years and prevented him from meeting deadlines that would have qualified him for further support. "Now," he says bitterly, "I'm just a pest to the government."

What Ovadia wants, he says, is not money, but recognition.

"Israel has maybe 10,000 meters of breakwaters along its shores. Those breakwaters could produce 10% of the country's electricity needs. If we could put our buoys on the breakwaters, they would not only produce electricity, but also act as a kind of shock absorber and lengthen the life of the breakwaters," he says, getting excited.

"I can build a plant here, for example, that will produce 100 MW of electricity. This is not meant to answer all the country's needs, but it can definitely provide a good chunk. And with oil selling for more than $100 per barrel, it's definitely worth considering."

That there is very little consideration of the potential in SDE's system vexes Ovadia. The Israel Electric Corporation "pretends to be interested in my technology," he says, "but in reality it sees us as a threat."

IEC did not respond to that claim, but acknowledged it had no interest in SDE or ocean wave energy. A spokesman for the Office of the Chief Scientist of the Industry and Trade Ministry said the body was continuing to invest in local research and development of alternative energy options, but had no particular interest in Ovadia's ideas at this time.

Ovadia claims he is doomed by bureaucrats swayed by lobbyists for conventional energy firms offering kickbacks, payoffs and the promise of cushy "adviser" jobs in the power industry upon leaving office.

"It's no wonder that, when you ask officials about my ideas, they come up with excuses like, 'This isn't the time for this sort of thing,' or 'It isn't convincing enough,' or 'The technology isn't ready yet.' They prefer to protect the interests of those who sell coal or who operate coal-powered plants," Ovadia says. "Why? Those are deals worth billions. You think someone would risk losing that by supporting my little buoys?"

Ovadia doesn't name names. Is he paranoid? Making excuses for his failure to inspire his countrymen? Either is possible, or both. Or, it may just be that he is exhausted from the efforts of trying to infect bureaucrats with the exuberance of a dreamer.

AT 56, with his hair dyed black and agitation exaggerating the lines that middle age and frustration have carved into his face, it is clear that it hasn't been easy for Ovadia, being told over and over again for decades that his idea wouldn't work.

It was as a soldier on leave, waiting outside the old Yaron Cinema in South Tel Aviv, that he first considered the potential of ocean waves. Sitting on the railing as waves rolled toward his feet, Ovadia was mesmerized. There must be a way, he figured, to turn that hypnotic motion into something useful.

It took Ovadia, who pulls out forms detailing his 17 different patents, more than a decade to develop his foggy notion into concrete reality. After completing his service in the Engineering Corps, he worked in a plant manufacturing motors, learning about pneumatics, hydraulics and electricity. Eventually he struck upon the idea of a way to put the waves' own energy to use.

The theory behind wave energy exploitation goes back ages; bringing theory to practice often takes ages. As he brought SDE to life, Ovadia built and tested eight different models of his system, starting with one so small that it fit in his bathtub. He made each of the models larger, until they required a shipping container full of water, and eventually tested his current system in the Jaffa Port.

Along the way there have been numerous disappointments, including what he calls obstruction from the Israeli establishment and what he vaguely refers to as "some troubles with unscrupulous partners."

Then there are the nagging questions - about whether the relatively gentle waves licking at the country's Mediterranean coast are strong enough to make this technology worthwhile; about the ability of SDE's buoys to survive and operate in the brutal environment of seawater, and about the environmental damage that could result from installing a power plant of this type on the shore.

Ovadia has heard these complaints, it seems, a thousand times before. Yet he patiently addresses each issue.

No matter where an ocean wave power plant is, Ovadia explains, it would produce different levels of energy during different times of the year, as waves are higher during certain periods and lower during others. Likewise, waves are higher and more powerful in some parts of the world (coastal areas on the North Sea, for example) than others (such as the calmer beaches of the eastern Mediterranean, to our disadvantage).

True, he notes, the potential benefit in relation to other methods of producing electricity would not be as great here as in Britain or Spain, but it would still be significant. And his power plants would be economical to run even in areas where weaker waves predominate.

"But I'll tell you something," he says. "Even in the Kinneret, I can make energy."

An SDE power plant, Ovadia continues, "can produce electricity at a fraction of the cost of coal, a fraction of the cost of solar and a fraction the cost of wind. Run one six months to eight months per year, and you still come out ahead."

Further, he says, "When are waves the highest? In the summer and in the winter. And when is the demand for electricity highest? In the summer and in the winter. It's a perfect match."

What about reliability? Compared to the other wave energy systems being developed around the world, Ovadia's invention seems downright flimsy.

What his design has going for it, he says, is that the buoys actually see less exposure to seawater than the other systems. There is a built-in self-correcting mechanism whereby, should a large wave overwhelm the buoy, it would flip over and then "wait" for lower tide to flip back. Unlike other systems deployed far out to sea, the moving parts in his power plants are easily replaceable. Also, the plants can be maintained easily, and they can be run automatically. One person, he says, could run five plants at a time, if necessary.

Lastly, what of the environmental impact?

"Strictly speaking, the beach would be damaged slightly if we installed these," Ovadia says. "But on the other hand, people die from the pollution caused by power plants burning fossil fuels. Which would you prefer?"

Besides, with such little interest here, he notes wryly, "It isn't as if we're going to take over Frishman Beach tomorrow."


FORTUNATELY, OVADIA says, beaches needn't be marred. In his preferred scenario, a breakwater would be built first, and the buoys attached to it. A place like the Ashdod Port, where a 3,350 meter-long main breakwater and a sea wall 800 meters long already exist, would be an ideal location for SDE to prove its technology.

Just in the past few weeks - after years of fruitless lobbying all over the country - Ovadia has won over the Ashdod Municipality to the merits of such a plan.

"The mayor and the city engineer have looked over this idea thoroughly, and it seems quite worthwhile to us," said David Hartum, deputy director-general of the Ashdod Municipality. "We are suggesting building on the breakwater in the port. We like the fact that it's ecological, as ocean waves do the job instead of oil, and that it involves a one-time cost to produce electricity. We are definitely interested."

The only thing standing in the way of the country's first ocean wave power plant, then, is the Israel Ports Authority, whose approval for the project is required. A spokeswoman for Shlomo Breiman, director-general of the Israel Ports Authority, said he was looking into the idea, but would have to review thorough studies on the potential environmental impact on the port basin - and any potential impact on the port's operations, especially - before giving the project a green light.

Should SDE win a contract to build a power plant in Ashdod, it would certainly mean vindication for Ovadia - proof that, where other concepts have failed, his, like his buoys, has stayed afloat. But for the most part he is looking to other markets, focusing on underdeveloped and energy-poor countries in Africa and Asia. It is there that he expects to see his first power plant built - he estimates - within two or three years.

"When I was in Gambia," he recalls, "we went to visit a little village. At one point our meeting was interrupted by afternoon prayers... There I was, this Israeli Jew, surrounded by Muslims praying intensely.

"These people," Ovadia says, leaning forward as if to reveal a secret, "are in desperate need of energy in order to improve their lives. Well," he says, leaning back in his chair again, "I will be their messiah. I will save them."



Wednesday, March 26, 2008

Moving Clocks Forward - Pros and Cons - Religious Dispute in Israel

Energy Study: Moving Clocks Forward a Waste
March 27, '08

(IsraelNN.com) Israel moves it clocks forward at 2 a.m. Friday morning, but Daylight Savings Time ("summer time") wastes more energy than it saves, according to research in the state of Indiana. As recently as two years ago most of Indiana's counties refused to move their clocks forward in the spring. The resulting division of the population enabled researchers to compare energy use by those on summer time with those who did not change their clocks.

Residential electricity usage actually increased between 1-4 percent, and social costs from increased emissions were estimated at between $1.6 million and $5.3 million per year, according the research by University of California economics professor Matthew Kotchen. The reduced cost of lighting in afternoons during daylight saving time was more than offset by the higher air conditioning costs on hot afternoons and increased heating costs on cool mornings.


The Pros and Cons of Daylight Savings Time in Israel

March 27, '08
by Hillel Fendel

(IsraelNN.com) The Manufacturers Association says the upcoming changeover to Daylight Saving Time (DST) will save the economy 120 million shekels ($35 million). Others say that most of these savings will be canceled out in other ways, and that the twice-yearly change of clocks is a waste of effort.

The clocks will change this Friday morning, March 29, when 2:00 becomes 3:00. The change will be in effect for 191 days, as stipulated by law in an interesting combination of the secular and Jewish calendars: from the Friday before April 2 until the Sunday before Yom Kippur.

Moshe Cohen, Chairman of the Energy Committee of the Manufacturers Association, claims that the extra hour of overlapping waking and sunlight time will result in a drop of electricity consumption by a daily average of 0.6%. This drop, which translates into 73 million shekels, is due to decreased use of lighting and air conditioning.

In addition, Cohen says, nationwide production and sales will increase, and traffic accidents will decrease.

Others Say...
This is only one side of the story, however. As in most of the world, the introduction of Daylight Saving Time in Israel has not been without controversy. Detractors say that though the increased daylight may render driving safer, it also increases the amount of driving, thus largely canceling out the gain in safety. Business interests have traditionally supported DST, as it increases shopping - and trips to the store.

In addition, the amount of energy saving in the United States has been estimated at only $3 per household, leaving many to wonder if it is worth the bother.

In Israel, however, the largest point of contention has concerned religious observance. Daylight saving time during the late summer and autumn means that the Tisha B'Av and Yom Kippur fasts end later, and that the midnight penitential prayers (Selichot) recited before the High Holidays begin earlier. More significantly, extra months of daylight saving time mean that often, worshipers cannot recite post-dawn morning prayers in a timely fashion before they have to go to work.

Up to the Interior Minister
The issue came to a head in the late 1990s, when the hareidi-religious Shas party ran the Interior Ministry; one year, then-Minister Eli Suissa made a unilateral decision to end DST a month early for the above reasons, bringing public secular wrath upon him. Then-MK Yossi Sarid, head of the anti-religious Meretz party at the time, said, ''Minister Suissa thinks he is G-d. G-d says: 'Let there be light,' and there is light... It's not enough that [Suissa] represents G-d, he is G-d himself. He says: 'Let there be darkness' in the middle of the summer, and he wants us to live in darkness.''

In 2004, when the anti-religious Shinui party controlled the Interior Ministry, Minister Avraham Poraz got back at the religious public. Just before his firing by then-Prime Minister Ariel Sharon [together with the other Shinui ministers, for voting against the budget] took effect, Poraz ordered the instatement of DST from March until the end of October, without regard for Jewish holidays.

The issue was finally resolved legally in 2005, when a law was passed determining the exact duration of DST, and removing the decision from the hands of the Interior Minister.


Israel Expands Daylight Time, and a Religious Dispute Erupts

Published: February 17, 2000

Daring single-handedly to alter a calendar that is as politically sensitive as everything else here, Interior Minister Natan Sharansky decreed today that ''summer time'' will be longer this year by 34 days.

In a country where even the issue of daylight saving time is contentious, that was a provocative decision, playing into a long-running battle between secular Israelis and some religious Jews.

Daylight time, what Israelis refer to as summer time, will start earlier in the spring and extend almost a month further into the fall, Mr. Sharansky said. That rescinds a tradition of accommodating the prayer schedules of some religious Jews that lead up to the High Holy Days in September, a tradition that secular Israelis have long resented as subordinating the routines of the majority to the special rituals of a minority.

But religious politicians did not immediately react. They were too busy confronting Mr. Sharansky, a Russian immigrant leader, on another decision. Earlier this week, Mr. Sharansky said his ministry would begin recognizing and registering civil marriages performed at foreign consulates in Israel.

Such marriages, which only some consulates perform, make it possible for immigrants here who are not recognized as Jewish to marry Israelis. Under Israeli law, only religious weddings are permitted, and what the rabbis see as intermarriages are forbidden.

Mr. Sharansky took over the Interior Ministry from Shas, an ultra-Orthodox Sephardic party, after years of friction between the Russian immigrants whom he represents and the Shas bureaucrats who had the power to grant and deny them citizenship and marriage licenses.

Wresting the ministry from Shas was part of Prime Minister Ehud Barak's election platform, and taking control of it was Mr. Sharansky's main plank. Although Mr. Sharansky's dealings with Shas have been strained, his relations with other religious political groups have been based on mutual respect. Mr. Sharansky is an observant Jew, and many of the religious politicians believed that he respected them. But his recommendation on consular marriages took them by surprise.

Orthodox politicians accused Mr. Sharansky of trying to upset the status quo relationship between religion and state.

''I ask you to declare here, in this dignified forum, that you have reconsidered this issue and that you are canceling this guideline,'' Moshe Gafney, a member of Parliament from the United Torah Judaism faction, asked Mr. Sharansky in a meeting today.

''Aren't you willing to invest any effort in finding some sort of solution for people who presently have no solution?'' Mr. Sharansky responded, referring to Russian immigrants who are prohibited from marrying other Israelis because they are not Jewish. Defending his decision on changing the daylight-time calendar, Mr. Sharansky said that the ''preservation of life was the guiding principle'' that pushed him to make the change, even if it upset religious Jews.

Last year, daylight time ended on Sept. 3, and Israel moved into ''winter time.'' That meant that in the dog days of early September, the Sun rose before the workday started and set during the afternoon rush hour.

A study by the Technion Institute proved to him, Mr. Sharansky said, that an additional hour of late-afternoon light would lower traffic accidents 9 percent and fatal ones 13 percent.

Saturday, March 15, 2008

Five Trends: electric car, sustainable cities, non-U.S. firms, geothermal and greening shipping

Photo Credit: Th'nk
March 13, 2008

Five Trends to Watch in the Renewable Energy Industry

New Hampshire, United States [RenewableEnergyWorld.com]

Growth in the renewable energy industry is set to reach more than US $250 billion by the year 2017 with the electric car, sustainable cities, non-U.S.-based energy firms, geothermal energy and the greening of the shipping industry helping to lead the way. That's the prediction made by Clean Edge in its Clean Energy Trends 2008 report released on Wednesday.

The report's co-authors Joel Makower, Ron Pernick and Clint Wilder spotlighted the biofuels, wind power, solar photovoltaic (PV) and fuel cell markets as the benchmark segments for the renewable energy industry as a whole. Worldwide in 2007 the biofuels market reached US $25.4 billion, 40 percent of which came from the U.S., the wind market rose to US $30.1 billion. The market for solar PV grew to US $20.3 billion and the emerging fuel cell market, still dominated by R&D, totaled US $1.5 billion in revenue in 2007. Watch for more on the report from Ron Pernick on RenewableEnergyWorld.com in two weeks.

The report put the spotlight on five trends to watch as renewable energy industry surges ahead. The first was the new structure taking shape in the electric vehicle market where startups are taking center stage. In a presentation about the trends, Joel Makeower said that there are currently 200 U.S. companies working, in some way, shape or form, on bringing the electric car to market.

According to the report, "the new generation of green vehicles may not be driven by Detroit or its Euro or Asian counterparts. A growing line of start-ups is rendering moot the question of 'Who killed the electric car?' While the global car companies go through years-long retooling to create plug-in hybrids, electric cars, and other alt-fuel vehicles, these start-ups are beating the big guys to market, delivering greener cars to a waiting public."

These startups include Scandanavian company Think, Tesla, Project Better Place/Renault-Nissan in Israel, Eliica from Japan, Miles and ZAP in the U.S., REVA in India, ZENN in Canda, Spark in China and Venturi in France.

The second trend to watch according to Clean Edge is the movement toward sustainable cities, including the new Masdar City in Abu Dhabi a city that plans, by 2016, to serve a population 50,000 individuals and 1,500 businesses all powered by solar energy. Another emerging eco-city is Dongtan, on Chongming Island near Shanghai, which plans to serve 20,000 people by 2010 and be powered completely by renewables, mostly wind and biomass. The report also points to major efforts being made around the world to "green" established cities.

Third in the series of trends is the growing presence of overseas companies in the U.S. wind energy market, a trend that will continue to grow according to the Clean Edge report as the dollar remains relatively weak and the demand for wind in the U.S. continues to grow.

Geothermal energy's return to the main stage is the fourth trend to watch. According to the report, "geothermal is the only clean-energy resource besides hydroelectric that provides baseload power 24 hours a day, and with average plant uptime of 98 percent, it does so even more reliably than nuclear or coal-fired power plants, both of which require more downtime for maintenance."

The co-authors noted that three of California's largest investor-owned utilities, PG&E, Southern California Edison, and San Diego Gas & Electric, within the past year have announced new geothermal plans. This comes as no surprise as average geothermal electric costs are between 4-7 cents per kilowatt-hour.

And finally, the fifth trend is a building movement to make shipping by sea more environmentally friendly. Driven more by the major shippers worldwide (the presenters mentioned IKEA, Home Depot, and Toyota), than the shipping companies themselves, the idea is to lessen the negative impact that cargo ships currently put on the environment. In the report, the co-authors point out that cargo ships account for more than 4 percent of the global carbon dioxide emissions, double the emissions of aviation, according to a study commissioned by the UN's International Maritime Organization.

Companies that are developing technologies to propel ships without greenhouse gas emissions are gaining ground. Kite for Sail, KiteShip and Sky Sails, all of whom are working on designing kites that, when combined with better navigation tools and software will allow large ships to use the wind for propulsion.

Sky Sails kite technology is one of Clean Edge's
five renewable energy trends to watch

The report said that "given that shipping emissions, left unchecked, are forecast to grow 30 percent from current levels by 2020, such technologies could be a breath of fresh air."

Thursday, March 13, 2008

Hybrids economical, but will impact power supply in cities

ZAP Claim 120 mpg For Their Hybrid Car
carbonfree.co.uk

13th March 2008

Electric car pioneer ZAP is now offering plug-in hybrid conversion systems for the Toyota Prius and Ford Escape Hybrid through a collaboration agreement with Hybrids Plus.

Hybrid vehicles retrofitted with systems from Hybrids Plus of Boulder, Colorado can achieve a significantly greater fuel economy. In tests these systems increased hybrid fuel economy up to 120 miles per gallon in the city and up to 90 mpg on the highway. The cost for the conversion ranges from $24,000 to $36,000 depending on the vehicle and size of battery pack.

All gasoline electric hybrids currently produced by major automakers today are essentially gasoline-powered vehicles. They reduce emissions and improve fuel efficiency compared to conventional cars, however they are fueled exclusively by gasoline. The plug-in hybrid electric vehicle (PHEV) will allow the owner to charge their vehicle from a normal household wall outlet. By integrating a larger battery pack and a plug-in charging system, it becomes a new vehicle drawing energy from two fuel sources.

Hybrids Plus has sold PHEV systems to private individuals, fleets, power companies, and governmental entities. Deliveries can be provided in approximately four weeks from the initial order.

"This is a natural extension of our growth plans," said Hybrids Plus CEO Carl Lawrence. "ZAP has sold more city speed electric vehicles than any other company and has an established, growing dealer network that can provide sales and service for our vehicles."

"This collaboration allows more hybrid owners to have the most efficient vehicles on the road today," said ZAP CEO Steve Schneider. "ZAP dealers are preparing to offer a new level of service in the coming years involving mass-market hybrid and electric cars from Detroit Electric, so experience with plug-in hybrids can accelerate this process."

Meanwhile a recent Oak Ridge National Laboratory study, featured in the current issue of the ORNL Review examined how an expected increase in ownership of hybrid electric cars and trucks will affect the power grid depending on what time of day or night the vehicles are charged.

Some assessments of the impact of electric vehicles assume owners will charge them only at night, said Stan Hadley of ORNL's Cooling, Heating and Power Technologies Program.

"That assumption doesn't necessarily take into account human nature," said Hadley, who led the study. "Consumers' inclination will be to plug in when convenient, rather than when utilities would prefer. Utilities will need to create incentives to encourage people to wait. There are also technologies such as 'smart' chargers that know the price of power, the demands on the system and the time when the car will be needed next to optimize charging for both the owner and the utility that can help too."

In an analysis of the potential impacts of plug-in hybrid electric vehicles projected for 2020 and 2030 in 13 regions of the United States, ORNL researchers explored their potential effect on electricity demand, supply, infrastructure, prices and associated emission levels. Electricity requirements for hybrids used a projection of 25 percent market penetration of hybrid vehicles by 2020 including a mixture of sedans and sport utility vehicles. Several scenarios were run for each region for the years 2020 and 2030 and the times of 5 p.m. or 10:00 p.m., in addition to other variables.

The report found that the need for added generation would be most critical by 2030, when hybrids have been on the market for some time and become a larger percentage of the automobiles Americans drive. In the worst-case scenario—if all hybrid owners charged their vehicles at 5 p.m., at six kilowatts of power—up to 160 large power plants would be needed nationwide to supply the extra electricity, and the demand would reduce the reserve power margins for a particular region's system.

The best-case scenario occurs when vehicles are plugged in after 10 p.m., when the electric load on the system is at a minimum and the wholesale price for energy is least expensive. Depending on the power demand per household, charging vehicles after 10 p.m. would require, at lower demand levels, no additional power generation or, in higher-demand projections, just eight additional power plants nationwide.