First Name: | Bruce Hodge |
---|---|
Last Name: | Bruce Hodge |
Email Address: | hodge@tenaya.com |
Affiliation | Carbon Free Palo Alto |
Subject | Carbon Free Palo Alto's Comments on the VW Settlement, CA ZEV Investments |
Comment |
The text below is from the letter, attached in PDF format, that we also sent to: California Air Resources Board Chair Mary D. Nichols 1001 "I" Street Sacramento, CA 95814 November 16, 2016 Re: Comments on the Volkswagen Settlement, Appendix C Dear Chair Nichols and Staff: Carbon Free Palo Alto (CFPA) thanks you and your staff for the opportunity to comment on the Volkswagen (VW) Settlement, Consent Decree, Appendix C and the California Air Resources Board’s (CARB) presentation slides from the public input workshop held on December 2, 2016. Summary: 1) We support the proposed programs in Appendix C as only relates to battery electric vehicles 2) Settlement funding should not be wasted on hydrogen Fuel Cell vehicles. Background: We support the proposed programs in Appendix C as relates to battery electric vehicles. CFPA was formed to help Palo Alto reach its aggressive goal of 80% carbon reduction by 2030. Car transportation is the largest single source of CO2 emissions in our community and many others. Our city has converted to 100% carbon-free electricity in large part to support the switch away from fossil fuels to electricity for transportation and buildings. Many other cities in California also have a goal to provide 100% renewable electricity to their residents by 2030 or sooner. This means that all funding available from the Settlement can be productively used today to accelerate us along a proven route to zero emissions car transportation and a flexible renewable energy infrastructure. Our city focuses exclusively on plug-in, battery electric technology as the best path to carbon-free car transportation for many reasons. Battery electric vehicles are • Cost-effective automobile transportation solutions today – they offer lower lifetime cost of ownership than gasoline powered cars and can be charged in many existing locations • Flexible and available in many forms, from plug-in hybrid to full battery electric, that cover the complete set of range and charge time requirements • The lowest carbon and energy footprint, light duty vehicles • True Zero Emission Vehicles, wells-to-wheels, wherever renewable energy is on-line • Complementary to a flexible and resilient electrical energy infrastructure where renewable energy can be harnessed and building and transportation solutions can rapidly evolve CFPA strongly recommends against funding hydrogen infrastructure programs with public money from the Settlement. Lack of infrastructure is often cited by industry groups as the only obstacle to the development of a fuel cell vehicle market. However 95% of hydrogen fuel comes from natural gas and will remain so for the foreseeable future. In addition, public investment in the excessively expensive “fossil” hydrogen fueling network ($2M per station) is highly speculative while vehicles are still expensive, unproven and largely unavailable. There is no economical or energy-efficient way to produce hydrogen from carbon free, renewable energy. It simply takes too much energy (2 to 3 times as much) to generate hydrogen from water, compress it, distribute it and fuel a high pressure tank to power a fuel cell vehicle compared to just charging a battery electric vehicle from the grid. Moreover, producing hydrogen from water uses significant amounts of fresh water, a scarce resource in California. Fuel cell vehicles that use “fossil” hydrogen from natural gas generate the same amount of emissions as today’s efficient hybrid vehicles with limited scope for improvement given the technical limitations. They should therefore not qualify as “Zero Emissions Vehicles” (ZEV) for the purpose of directing Settlement funds. Further, promoting hydrogen vehicles as a viable near or medium term, low/no carbon transportation solution confuses consumers entering the market looking for a low or zero emissions vehicle. The following table developed by Carbon Free Palo Alto shows that the EV market is already significant and accelerating while the Hydrogen Fuel Cell market remains just a projection. As such, it is highly unlikely that Fuel Cells will play a significant role in reducing transportation emissions. California Count Electric Vehicles Hydrogen Fuel Cell Vehicles Models for Sale* 20+ 2 2016 ~250,000 <500 2019 ~600,000 ~13,500 2022 ~1,200,000 ~43,600 Cost $29k-Leaf $57k-Mirai Fuel $/yr** $450 $1,250 Energy/yr** Tank to Wheel 4.5 MWh 7.6 MWh Energy/yr*** Well to Wheel 6.5 MWh 33-40 MWh * 20 EV models sold in all leading CA cities in 2016. November, 2016 ICCT report. FCV models for sale in 2016: Toyota Mirai, 8 dealers, Toyota website; Hyundai Tucson, lease only, near H2 stations, Hyundai website. ** Tank to Wheel based on 15,000 miles/yr base, Leaf: $0.10/kWH, 3.3 miles/kWH; Mirai, $5.5/kg H2, 2 miles/kWh; https://www.fueleconomy.gov/feg/fcv_sbs.shtml *** Well to Wheel based on renewable energy + electrolysis, http://phys.org/news/2006-12-hydrogen-economy-doesnt.html Hydrogen fuel-cell transportation still needs “four miracles”. Energy Secretary Stephen Chu’s comments from 2009 are, in essence, still true today; for hydrogen to work, “four miracles” need to happen: 1) There needs to be an efficient and low-cost way to produce hydrogen 2) There needs to be a safe, high-density method of storing hydrogen in automobiles. 3) An infrastructure for distributing hydrogen has to be built so that fuel-cell vehicles would have ample refueling options; and 4) We need to improve the capacity of the fuel-cell systems themselves Chu concluded that achieving all four big breakthroughs would be unlikely. “Saints only need three miracles,” he added. CARB responded to Secretary Chu at the time as follows: Industry projections for the fuel cell vehicle market are continually rolled back. Likewise, the present CARB projections roll back the forecast above five more years to 47,000 Fuel Cells by 2022. Other technical and economic statements regarding fuel cell vehicles contained the response have likewise failed to materialize. This lack of progress combined with the accelerating EV market strongly suggests that the market has already decided that hydrogen cars are not a winning technology for the foreseeable future. A recent Stanford study comparing the longer term scenarios of hydrogen vs battery electric based transportation also conclude that investing in the path toward hydrogen cars would not be a sound investment.2 The envisaged hydrogen car market has outsized infrastructure cost, untested products and no clear economic or environmental value. Any public investment and promotion of hydrogen stations will likely be seen as wasted on a “white elephant”. Bruce Hodge CFPA Founder and Chair CC: Jack Broadbent, BAAQMD, jBroadbent@baaqmd.gov Palo Alto City Council, city.council@cityofpaloalto.org Menlo Park City Council, city.council@menlopark.org Mountain View City Council, city.clerk@mountainview.gov Mark Berman, State Assembly Member Elect, marc@voteberman.com Stephen Cue, Stanford, Former U.S. Secretary or Energy, schu@stanford.edu Jerry Hill, CA Senator Assembly, 1528 South El Camino Real, Suite 303, San Mateo, CA 94402 Notes: Paraphrased from: https://www.technologyreview.com/s/413475/q-a-steven-chu/ 2 Battery cars a better choice for reducing emissions than fuel cell cars. Stanford Precourt Institute for Energy. Nov. 14, 2016. https://energy.stanford.edu/news/battery-cars-better-choice-reducing-emissions-fuel-cell-cars |
Attachment |
www.arb.ca.gov/lists/com-attach/35-vw-zevinvest-ws-UGEFNVBgUDECNQE1.pdf Original File Name: 161214 VW Settlement CFPA Final.pdf
Date and Time Comment Was Submitted: 2016-12-15 21:38:11 |
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