Baxter Caarb Session3 Presentaion
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Baxter Caarb Session3 Presentaion
- 1. State Perspective on Implementing Fuel Cell Technology Shannon Baxter, Ph.D. California Air Resources Board June 27, 2001 Air Resources Board California Environmental Protection Agency EPA Fuel Cell Workshop
- 4. Air Resources Boardās Goal Ensure all individuals in California, especially children and the elderly, can live, work and play in a healthful environment -- free from harmful exposure to air pollution
- 5. Improving Air Quality Highest Ozone: Greater Los Angeles Standard
- 6. Daily VMT* Increasing Faster Than Population * vehicle miles traveled
- 10. Ā
- 11. California Fuel Cell Partnership Full Partners Automakers Fuel Providers Ford Texaco Daimler Chrysler Shell Honda BP Volkswagen ExxonMobil Hyundai General Motors Public Agencies Toyota Ca. Air Resources Board Nissan Ca. Energy Commission Fuel Cell Providers South Coast AQMD Ballard U.S. DOE International Fuel Cells U. S. DOT XCELLSiS
- 12. California Fuel Cell Partnership Associate Partners Hydrogen Suppliers Transit Agencies Air Products and Chemicals Sunline Transit Praxair AC Transit Proton Energy Stuart Energy Hydrogen Burner Technology Pacific Gas & Electric Methanol Supplier Methanex
- 13. Environmental and Energy Statement of Intent Adopted by the CaFCP Steering Team, July 2000 The California Fuel Cell Partnership is committed to promoting fuel cell vehicle commercialization as a means of moving toward a sustainable energy future, increasing energy efficiency and reducing or eliminating air pollutants and greenhouse gas emissions.
- 17. Stationa ry Fuel Cell Collaborative PURPOSE Provide leadership role in facilitating the advancement, demonstration and use of fuel cells for power generation in stationary applications throughout California
- 19. CORE GROUP Proposed Membership Governorās Office Governorās Office of Planning & Research Ca Air Resources Board Ca Department of General Services Ca Energy Commission Ca Public Utilities Commission Los Angeles DWP South Coast AQMD National Fuel Cell Research Center Ca Department of Transportation Cal/EPA Ca Resources Agency Ca Business, Transportation and Housing Agency Ca Trade and Commerce U.S. Department Of Energy U.S. Department Of Defense U.S. General Service Administration U. S. Environmental Protection Agency Houston Advanced Research Center
- 29. Advanced Vehicle Technology and Design Centers Southern California: Santa Barbara County Ashman Technology, Pavlics Engineering, Kilovac Los Angeles County General Motors ATV, Honda, Toyota, Honeywell, Enova Systems, Replica Roadsters, International Rectifier, Jinriksha, Litton Industries, Modular Electric, REBAC, Econotech, Hydrogen Burner Technology, Enginuity, Phoenix Fuel Cell Systems, HyGen Industries, Rockwell, Nissan, Mitsubushi, EBUS, Trojan Battery, Yussa/Exide, Keystone Battery, DCH Technology, Harvest Energy, FAS Engineering, JPL, Clean Fuel Connection, Stuart Energy USA, TechTran, Aerovironment, Delphi Automotive, AC Propulsion, Amerigon, Allison Products San Diego County Nissan, Th!nk Group, XCELLSIS, Alturdyne, ISE Research, Signal Processing, Schock Power Conversions Orange County Fordās Premier Auto Group (Lincoln Mercury, Volvo, Jaguar, Aston-Martin), Hyundai, Kia, Mazda, Doran Motor, Gorilla Vehicles, Taylor Dunn, Power Systems Group, Gaffoglio Metalcrafters, Equus Marketing, AutoPacific, Prisma Design, Eco Soul, Badsey Industrial Ventura County BMW, Volvo, Volkswagen, ODU USA, APS, Dreyco, Energy Systems, Motorola, Pentadyne, Planet Electric, US Flywheel Systems, Capstone Turbine Fountain Valley San Bernardino County Santa Barbara County Riverside County Corona San Bernardino County Eldorado National, KTA Riverside County US Battery San Dimas Chino Santa Barbara Ventura Camarillo Simi Valley Valencia Aguora Hills North Hollywood Pasadena Los Angeles Carson Torrance Cypress Long Beach San Bernardino Riverside Irvine Tustin Newport Beach San Diego La Jolla Carlsbad Poway Los Angeles County Ventura County San Diego County Orange County
Editor's Notes
- Health desired impact: attain and maintain air quality stds with continued economic growth
- I want to quickly show this and the next slide to emphasize that the air in California is becoming increasingly cleaner although not due to a change of behavior in the lives of the citizens of Californiaā¦ improving but not there, this is just ozone
- The average Californian is driving more. Our air quality improvements are a result of the implementation of new technologies such as direct injection engines, three-way catalytic converters, and on-board diagnostics. We are continually looking for new, environmentally sound power technologies. One of the most promising is fuel cells. Clean technologies and fuels
- We are looking at fuel cell technologyā¦not only for vehicles but for a variety of applications to reduce overall emissions. With fuel cells there is no degradation over time that will allow higher emissions--the emissions are near-zero to zero over the life of the application. The higher fuel efficiency of fuel cell engines over internal combustion engines is potentially key to the energy future of California. Energy efficiency is a number one priority in the minds of many Legislators in California. LEGISLATION THAT SUPPORTS THIS STATEMENT Fuel flexibility is another key component to the energy future of California. We need options to being held hostage to the unpredictable price of gasoline and natural gas supplies. Other feature of fuel cells will make them attractive to consumers such as their quiet, simple operation. And finally fuel cells can be utilized as a high quality, uniterrupted distributed generation source of power. This application would ease the burden on our overburdened centralized power distribution system.
- At the Air Resources Board, we are involved in a number of projects that include fuel cells because there is an impressive intersection of fuel-efficiency and zero emissions within the capability of this technology. The CaFCP goals are in alignment with our Boardās desired to see more zero emission vehicles on the road look at the vehicle and its fuel as a system--as our most recent regulations have been focused and to accomplish these goals in an industry-led environment.
- We are looking at fuel cell technologyā¦not only for vehicles but for a variety of applications to reduce overall emissions. With fuel cells there is no degradation over time that will allow higher emissions--the emissions are near-zero to zero over the life of the application. The higher fuel efficiency of fuel cell engines over internal combustion engines is potentially key to the energy future of California. Energy efficiency is a number one priority in the minds of many Legislators in California. LEGISLATION THAT SUPPORTS THIS STATEMENT Fuel flexibility is another key component to the energy future of California. We need options to being held hostage to the unpredictable price of gasoline and natural gas supplies. Other feature of fuel cells will make them attractive to consumers such as their quiet, simple operation. And finally fuel cells can be utilized as a high quality, uniterrupted distributed generation source of power. This application would ease the burden on our overburdened centralized power distribution system.
- The energy companies join other industry leaders and forward thinking public agencies to demonstrate fuel cell technology and to better understand the infrastructure needs and the road to commercialization. A question I am frequently asked is why are the energy companies and Texaco in particular so interested in seeing this new technology succeed. Wont it compete with our traditional business? We answer that by pointing out that for several hundred years there has been a clear path of de-carbonization of fuel choice, from wood to coal to oil to natural gas. Each succeeding fuel having a higher ratio of hydrogen to carbon. We believe this transformation will continue towards hydrogen eventually being used as a fuel. It is an evolutionary step for a company like Texaco that has been making and selling fuels for 99 years. Our participation in the CAFCP is a part of our larger new technology development programs. Where we have our own Fuel Cell, Fuel Processing amd Hydrogen Storage technical development programs, this is a real world demonstration at a size that is both relevant and comprehensible. Not only to us, but to other stakeholders and policy makers.
- The choice of fuels from which to make the hydrogen to power fuel cell cars and buses is fairly broad and the energy companies, Texaco, Shell and BP are committed to be āfuel neutralā for our work within the Partnership. We donāt push the case for any particular fuel or for any particular technology. In addition to the āfuel neutralā energy companies there are other very well known hydrogen suppliers and a methanol supplier that bring particular abilities, know how and point of view to the group concerning their particular choice of fuel and technology. Together, this robust group of the fuel suppliers ensure that all points of view and know how are covered for the broad choice of fuel and technologies within the CAFCP.
- In conjunction with establishing the E-team to address environmental issues, the CaFCP steering team adopted an environmental statement of intent in July 2000. ā The California Fuel Cell Partnership is committed to promoting fuel cell vehicle commercialization as a means of moving toward a sustainable energy future, increasing energy efficiency and reducing or eliminating air pollutants and greenhouse gas emissions.ā The partners share a vision of fuel cell vehicles as a means of addressing environmental and energy concerns locally, nationally and worldwide.
- Finally, Iād like to turn to the Partnershipās Roadmap Study, our first joint study that will explore the path to commercializing fuel cell vehicles. It is a cooperative effort among all the partners. As you may recall, we have a sub-team, led by CARB staff and including auto, fuel, fuel cell and government partners, that is directing our contractor on this study. The purpose of the study is to consider āwhat will it takeā to commercialize fuel cell vehicles that use the following fuels: hydrogen, MeOH, gasoline and EtOH. The study will not pick fuel āwinners and losersā, but rather will identify the barriers and opportunities that are both common to all fuels and unique to each particular fuel. This will allow us to focus our efforts on addressing the barriers and taking advantage of the opportunities in a timely manner. While we have not yet determined how much of this report will be made available publicly, we expect a draft completed in the spring of next year.
- Now Iād like to shift to the bus demonstration program. The partnership will demonstrate up to 20 buses in regular transit service. These buses will be located at our two member transit agencies, Sunline Transit in Palm Desert and AC Transit in the Bay Area The 40 foot buses will use XCELLSiS engines fueled with hydrogen and will be purchased by the transit agencies from bus manufacturers. As Iāve mentioned, the first bus is already on site at SunLine transit agency. For our project, government will play a key role in funding and implementation. We think this approach makes sense because these vehicles will be in the public domain.
- The purpose is stated here. The primary point being that the focus is on advancing the commercialization of stationary applications of fuel cells. As such, the effort does not duplicate the work of the partnership. However, we are in coordination with the partnership.
- This slide lists the key goals we have identified to carry out the purpose and mission of the collaborative. We believe that the stakeholders will need to collaborate to accomplish these goals. The collaborative effort will require not only identification of key goals, but also the identification of funding mechanisms and specific tasks to meet these goals.
- As this point, we are recommending that the core group primarily consist of governmental organizationās that have a key interest or role in the successful commercialization of fuel cells. However, we have also requested that the U.S. Fuel Cell Council be part of the Core. The manufacturers, project developers, utilities and others are clearly an important part of the equation and as such are recommended to be part of the Advisory Committee.
- This slide identifies several of the organizations that would likely be part of the Advisory Committee. We are currently compiling names/organizations as we focus on pulling the Advisory Committee together. Suggestions that you have would be helpful.
- We have identified several potential short-term tasks to implement the goals of the collaborative. Some examples are as follows: We are investigating the feasibility of siting a stationary fuel cells in agency buildings such as the this building. We have already begun the effort with respect to this building. We are also putting together the shell for an interagency agreement to include fuel cells for new building projects in California. We want to support other pilot projects and demonstration projects that have the capability to facilitate market adoption of fuel cells in California and elsewhere. We have developed a draft web site for your review. The draft of the web pages are included in your folders. We believe that the web site will also provide an excellent means of communicating with all the members of the Core Group and Advisory Committees. One example of information that will be provided on the web site is meeting minutes and agendas for future meetings.
- Over the longer term, we want to support a range of fuel cell technologies for stationary power generation applications. We also want to work with agencies developing regulations for distributed power generation. For example, the ARBās Stationary Source Division is currently working on DG regulations to address environmental issues associated with the increase in distributed power generation. Interaction with agencies developing such regulations will not only assure that the regulations are consistent with the goals of the collaborative but bring about potential incentives for fuel cell power generation applications. We envision partnerships with key stakeholders to establish and maintain effective communications and to fund key demonstration projects.
- There are several potential funding mechanisms. Some of the mechanisms available from state and local programs are identified in this slide. One of the more attractive mechanisms is the CPUC buy-down program. This program offers among other alternatives, $2.50 per watt for fuel cells using non renewable fuels and using cogeneration where the maximum percentage of the project cost is 40% and the maximum system size is 1MW. This program will be discussed by the CPUC later in the agenda Funding sources also include programs administered by the CEC, the SCAQMD and the ARB which provide matching funds for advanced technologies including energy projects as well as the US DOE which also administers research programs for energy projects. Other potential funding sources include new California legislation allocating several million dollars for energy conservation projects. As I have already mentioned, the agencies which administer these programs have all been invited to participate as part of the collaborative Core Group.
- Maritime HydrogenTechnology Development Group (MHTDG), formed in 1998, is working with several private and public organizations to integrate and operate a hydrogen-powered water transportation system. The cooperative members include several OEMs and ARB. The Group will be operating the first useful vessel of its type throughout the United States, with initial demonstrations scheduled for California in San Francisco, Long Beach, and Lake Tahoe and on the Potomac River in Washington, DC. The MHTDG recently completed a comprehensive study for the U.S. Department of Energy's Hydrogen Program on the technical and economic considerations necessary for implementation of hydrogen fuel and fuel cell power technology in a maritime environment. Hydrogen energy offers a clean and efficient alternative to the use of polluting fossil fuels, and unlike other modes of transportation, maritime economics can be successful with minimal investment in fueling infrastructure. The vessel will utilize both the proton exchange membrane (PEM) fuel cell and hydrogen turbine technology. The mobile dockside fueling station will be based on a fuel-flexible reformer built by Hydrogen Burner Technology (HBT). The Group will also demonstrate an electrolyzer, which separates water into hydrogen and oxygen. Pressurized hydrogen will be contained in new composite technology vessels designed to be both lightweight and economical. The Group will soon grow to include other industrial specialty companies that can contribute technology and expertise to operate a complete transportation system, including boat builders, fishing fleets and ferries.