The European Federation for Transport and Environment (T&E) has published reports the past six years detailing emissions reductions in the European auto industry. The latest report entitled 2011 Cars & CO2 Report: How Clean Are Europe’s Cars? concludes that automakers in Europe have trimmed carbon emissions by 3.7% compared to 2009 models. The winner in terms of emissions reductions was Volvo Cars with a fleet reduction of 9% from 2009 to 2010. T&E focuses on tailpipe emissions and carbon footprint measured in real-world situations without factoring weight into their analysis.

2011 Cars & CO2 Report analyzed leading automakers by percentage reduction, average emissions and proximity to EU emissions targets. Volvo’s 9% reduction topped the chart with a handful of automakers falling in a range from 2% to 6%. T&E found that Mazda and Honda actually saw increases in their fleet emissions from the 2009 model year. The average vehicle emissions list was led by Fiat (126g/km), Toyota (129g/km) and Peugeot (131g/km). EU emissions standards require average emissions of 130 g/km for each company’s fleet by 2015 with slight variations based on vehicle weight. The report found that Toyota had nearly achieved the 2015 emissions goal last year while Volvo was among the furthest from their goal with an 8% gap to fill.

The success of Volvo Cars in the past year emerged from a focus on clean diesel technology popular among European consumers. The automaker’s V50 DRIVe achieved an emissions level of 99g/km and the V70 DRIVe 119g/km through efficient drive systems. Volvo is currently working on more substantial hybrids and all-electric vehicles though the DRIVe line is Volvo’s strategy for the foreseeable future. The T&E report is likely celebrated within Volvo’s research and management teams though the results show that Volvo had a long way to go before 2010.

T&E’s research seems positive on the whole though the details are disconcerting for automakers that must meet EU guidelines by 2015. Toyota, Peugeot and Fiat represent the only automakers in Europe of the top 15 companies within 5% of the 2015 EU emissions standard. Automakers have pushed hybrid, diesel and alt-fuel vehicles to the fore in the past two years. The questions that remain are whether automakers can introduce more efficient vehicles by 2015 and how emissions can be cut quickly in poor economic circumstances. European corporations and governments may need to invest heavily in eco-friendly vehicles over the next four years to push automakers to expedite green vehicle technology.

Internet search giant Google has worked since 2007 to reduce the company’s impact on the environment. Google initiated carbon-neutral practices four years ago and developed a charging infrastructure for plug-in vehicles on the main campus. The company also started Google.org as a philanthropic wing that could turn Google into a steward for environmental causes. This organization worked with McKinsey & Company to publish “The Impact of Clean Energy Innovation,” a report citing the need for massive investments in green energy.

“The Impact of Clean Energy Innovation” used three models to estimate energy consumption and emissions through 2030. The Business as Usual (BAU) situation assumes that government incentives expire while energy costs are adjusted upward due to demand. The Clean Policy scenario assesses the impact of increased local, state and federal incentives for clean energy development. Google.org also ran the $30/ton Carbon Price situation where utilities adopted a carbon tax of $30 per metric ton. Analysts at McKinsey & Company developed these scenarios along with subsections dealing with incentives for solar, electric and other alternative fuel adoption.

Analysts with Google.org estimated that significant green energy investments could create jobs, reduce emissions and expand the economy by 2030. This report determined that more than 1.1 million new jobs would be created at utilities, manufacturers and other participants in the clean energy industry. Consumers would reduce their oil consumption by more than 1.1 billion gallons per year while cutting emissions by at least 13%. The American economy could grow by more than $244 billion per year in terms of gross domestic product using the Clean Policy scenario. A typical American household would save at least $995 per year in savings using Clean Policy figures.

A significant portion of “The Impact of Clean Energy Innovation” discusses the overwhelming challenges to creating a clean energy economy. In a section entitled “Speed Matters,” the report indicates that a five-year lag time for green energy and vehicle development could mean $3.2 trillion and 1.4 million jobs in lost potential by 2050. Google.org also recognizes the allure of coal power when contrasted with the current state of alternative fuel research. “The Impact of Clean Energy Innovation” highlights the short-term benefits of natural gas on emissions levels but warns that natural gas could be a crutch that discourages clean energy development. The major conclusion of this report is that governments and private industry need to double down on clean energy storage, infrastructure and generation if only to create sustainable economic growth.

The federal government has gone to great lengths to promote ethanol as an alternative to America’s dependence on gasoline. The U.S. Energy Information Administration (EIA) issued a report last week that cast doubt on the effectiveness of ethanol subsidies. “Alternatives to Traditional Transportation Fuels 2009” notes that while 75% of alt-fuel vehicles available in 2009 could run on E85, only 71,213 gallons of E85 were consumed that year. This annual study was undertaken by the U.S. EIA based on information collected under the Energy Policy Act of 1992.

“Alternatives to Traditional Transportation Fuels 2009” studied hybrid and alt-fuel vehicle availability in 2009 as well as consumption of alternative fuels. The report indicates that 1.076 million alt-fuel vehicles were made available in the United States in 2009, which was a 29% decrease compared to 2008. The U.S. EIA notes that 826,318 alt-fuel vehicles were used in corporate fleets in 2009, a 6.5% increase over the previous year. Fleet vehicles broke down into 61% E85 vehicles, 18% liquefied petroleum gas (LPG) vehicles, 14% compressed natural gas (CNG) vehicles and 7% other vehicles.

Researchers at the U.S. EIA found that alt-fuel vehicles consumed the equivalent of 431,107 gallons in 2009. The majority (52%) of alternative fuels used in 2009 was natural gas at 225,165 gallons while E85 consisted only about 17% of the total at 71,213 gallons. Owners of E85 vehicles can use gasoline and ethanol with U.S. EIA figures indicating a preference for the former rather than the latter. Fleet operators and individual drivers consumed electricity at less than 1% the total portion of alternative fuels used in the study period.

Congress offers $6 billion in tax credits per year to encourage corn growers to produce sufficient ethanol for future demand. These credits include a 45 cent per gallon credit to suppliers and fuel stations that blend ethanol with gasoline to create E85. This subsidy is due to expire at the end of 2011 without Congressional approval. Another method used to encourage E85 production and use is a 54 cent per gallon tariff on ethanol from foreign producers. “Alternatives to Traditional Transportation Fuels 2009” reveals that E85 vehicle owners often opt for traditional fuel rather than ethanol despite lower E85 prices. These preferences are due in part to availability though drivers also perceive changes in performance between E85 and gasoline. The combination of higher food prices, questionable environmental benefits and improvements in other alternative fuels could further marginalize ethanol.

The 2011 U.S. Green Automotive Study released last week by J.D. Power and Associates estimates the further marginalization of green vehicles in America over the next five years. This report determines that hybrid, plug-in and battery-electric vehicles will remain less than 10% of the vehicle market by 2016. Analysts with J.D. Power and Associates used questionnaires answered by 4,000 consumers, sales data and projections of green vehicle releases through 2016. Consumers might seem interested in advanced vehicle technologies but J.D. Power finds that myriad barriers keep widespread adoption at bay.

On first blush, the 2011 U.S. Green Automotive Study argues that the foundations for green vehicle adoption exist. This report indicates that 51% of respondents were likely to consider purchasing a hybrid vehicle by 2016 with plug-in hybrids (37%) and battery-electric vehicles (26%) not far behind. Automakers will increase green vehicle selections from 31 models available to consumers in 2009 to 159 models by 2016. Ongoing fluctuations in fuel costs dovetail with J.D. Power’s finding that 75% of consumers are interested primarily in reducing their fuel expenses.

These benefits are outweighed by the actual costs and perceived weaknesses of hybrid and electric vehicles held by consumers. Price premiums on hybrids and electric vehicles offset fuel savings among drivers unlikely to purchase hybrids. The elimination of the federal tax credit on green vehicles in December 2010 further contributes to the cost issue. Respondents who said they were not interested in green vehicles saw reduced driving range as a major concern. Another issue for survey participants was the belief that hybrids and electric vehicles require more maintenance. Skeptical consumers also fear that biofuel, natural gas and other alternative fuel vehicles might not be functional due to a lack of fueling stations.

J.D. Power and Associates reiterates a tension between environmental consciousness and economic concerns in existence since the 1960s. Public opinion polls since the rise of the environmental movement in the 1960s have indicated significant concerns by consumers about clean air and water. This anxiety has been met with recycling programs, improved regulations on polluters and efforts by producers to offer eco-friendly goods. Consumers sate their concerns by looking at past progress but remain concerned about impacts on their household budgets. Automakers could take the 2011 U.S. Green Automotive Study as a carrot to accelerate production of vehicles and reduce prices to increase demand. This is unlikely to happen, however, as automakers will cite this report as a reason to stall progress on making green vehicles more affordable.

The EcoCAR Challenge sponsored by the U.S. Department of Energy (DOE) will conclude this June with final presentations in Washington, D.C. This three-year competition challenged 16 university teams from the United States and Canada to develop fuel-efficient drive systems using General Motors vehicles. Officials at the DOE along with more than 25 sponsors have built off the federal government’s Advanced Vehicle Technology Competitions dating back to 1988. As EcoCAR Challenge: The Next Challenge ends, the DOE and private corporations have announced EcoCAR2: Plugging into the Future. This announcement took place at the 2011 SAE World Congress in Detroit, Michigan.

Participants in EcoCAR2: Plugging into the Future include three Canadian universities from Ontario and British Columbia. The remaining participants include major research universities like Penn State, Colorado State and the Rose-Hulman Institute of Technology. Every team will spend the next three years incorporating alternative fuel technology into a prototype version of the 2013 Chevy Malibu. EcoCAR teams adhere to the GM Vehicle Development Process, which requires the perfect balance of performance, driving comfort, safety and handling.

The primary goal of EcoCAR2 participants is the reduction of fuel consumption and greenhouse gas emissions by replacing fossil fuels with alternative sources. The DOE and GM note that university teams will draw from sources including B20, hydrogen fuel cells and electricity to achieve these aims. The challenge’s first year includes design work and computer simulations prior to drive-system development in the second year. The final year of EcoCAR2 is spent converting schematics into production models prior to testing during the concluding event. Each phase of EcoCAR2 includes judging that results in more than $100,000 in prizes issued to the most successful teams.

Corporate sponsorship of EcoCAR2: Plugging into the Future is integral to leveraging the considerable intellectual capacity of participants. GM is considered a co-sponsor of the event and provides vehicles and testing facilities to university teams. The California Air Resources Board (CARB) works with team organizers to ensure that vehicle designs meet emissions standards. Manufacturers like A123 Systems provide hardware, technical expertise and training to ensure that early designs evolve into practical solutions. The U.S. DOE is working with Natural Resources Canada to share data from EcoCAR2 that could inform federal transportation policy. The immediate transition from EcoCAR to EcoCAR2 shows a continued interest in developing advanced automotive technologies in North America.

Charter members in the National Clean Fleets Partnership represent half of the ten biggest corporate fleets in the United States. These members operated more than 275,000 vehicles in 2010. Corporate fleets operated more than three million vehicles in 2009 with fuel consumption in excess of four billion gallons per year. The Department of Energy and private partners have cited a short-term goal of replacing 20,000 vehicles with green vehicles as well as a replacement of seven million gallons of gasoline per year with alternative fuels. This series of goals could be met by combining advanced vehicle technology with myriad fuel sources currently subsidized by the federal government including biofuels and natural gas.

This public-private partnership should be able to find efficiencies within corporate fleets to reduce fuel consumption. The National Clean Fleets Partnership will utilize the 2010 Fleet Electrification Roadmap by the Electrification Coalition to create criteria for improvement. This document notes that corporate fleets represent the best entry point for hybrids and EVs in the marketplace. Federal officials and private partners will review delivery routes, driving techniques and vehicle performance at present to uncover inefficiencies. The 2010 Fleet Electrification Roadmap suggests solutions like more centralized fleet depots and parking facilities along with alt-fuel infrastructure as necessary for green vehicle adoption.

The Obama administration hopes that the inclusion of major corporations in the National Clean Fleets Partnership will encourage smaller businesses to follow suit. This hope comes from sources like the Electrification Coalition, which states that corporate fleets could buy up to 20% of available EVs and plug-ins over the next five years. Corporate fleets converting to more efficient and eco-friendly vehicles would provide reliable consumers for automakers concerned about high research and development costs. Skeptical observers might cry greenwashing on the part of major corporations but corporate fleets could help bring down green vehicle costs in the long term and increase visibility for the next generation of vehicles.

The opening of Watkins Glen International in western New York comes with a nod toward the evolution of green vehicles. This race track hosts the 7th Annual Green Grand Prix on April 15, 2011 as part of its opening weekend. High school and college teams around the United States will test their green vehicles during 50-mile and 100-mile rallies. The facility’s 2.45-mile course allows teams and observers to assess innovation from future engineers and designers. Admission to the Green Grand Prix is free with team registration fees starting at $75.

Organizers of the Green Grand Prix note that the event features entrants from recent Automotive X Prize and Electrathon contests. X Prize teams from Cornell University, West Philadelphia High School and other schools have registered with the Grand Prix. This event should feature entrants from Electrathon America , a national competition featuring high school teams testing prototypes of long-range electric vehicles. Electrathon America teams develop demonstrators limited to 150 pounds, four wheels and a maximum battery weight of 67 pounds. The event could draw teams from New York, Pennsylvania, Michigan and Indiana that broke into vehicle development through these events.

Participants in the Green Grand Prix will be divided into 15 categories based on size and drive system. Each team is separated into fuel economy classes ranging from the 27-32 MPG category to the 45-50 MPG category. Participants will also be separated by fuel type including vegetable oil, liquefied petroleum, flex-fuel and compressed natural gas. The Green Grand Prix allows teams to use kits for vehicle development or build from scratch. Team requirements include the addition of functioning brakes to each car as well as five-point racing harnesses. Organizers included these requirements not only to ensure driver safety but simulate requirements for production vehicles.

The 7th Annual Green Grand Prix should highlight the innovation necessary for green vehicle research and development. Sponsors include industry heavyweights like Toyota, Honda and A123 Systems as well as the Glen Region of Sports Car Club of America. Past participants in the Automotive X Prize and Electrathon America events could attract more attention to western New York. At the very least, the support of industry players in an event like the Green Grand Prix should encourage aspiring innovators to stay on task over the next generation.

Pennsylvania has taken significant steps in 2010 to improve its sustainability portfolio including grants to small businesses and municipalities. The Department of Environmental Protection announced earlier this month that 90 small businesses would receive $560,000 in grants for efficient lighting, insulation and other energy-saving investments. Governor Ed Rendell topped these grants with an announced $7.9 million to 21 alternative fuel projects throughout the state. These projects are estimated to reduce carbon dioxide emissions by 14.5 million pounds while creating 221 jobs.

The largest individual grant was a $900,000 award to PHL Taxi Management LLC, which operates cabs throughout Philadelphia. This recipient will use funds to purchase and operate 50 compressed natural gas (CNG) taxis over the next five years. PHL Taxi Management LLC also has plans for a CNG fueling station that could be accessible to the general public. 451 Tyburn LLC received $837,400 from the state of Pennsylvania to fund CNG shuttle buses and a fueling station in Fairless Hills. The Endless Mountains Transit Authority will use $750,000 in state grants to convert five buses to CNG.

Projects focused on increasing CNG use were among the most popular in this round of state funding. Retail chain Giant Eagle Inc. received $750,000 to install ten EV charging stations and purchase 29 CNG and all-electric vehicles for company use. Venango Leasing is in line for $362,000 in state grants to purchase a CNG fueling station in Barkeyville along with components for CNG conversions. This focus on CNG comes from the availability and affordability of natural gas along with the readiness of CNG projects in Pennsylvania.

CNG projects may have received a lion’s share of funding but biodiesel projects were also awarded funds. The Energy Cooperative Association of Pennsylvania received $631,787 to provide 12 school districts with 1.8 million gallons of biodiesel and 280,000 gallons of B100 for district vehicles. This organization also obtained $425,860 to operate 500 biodiesel vehicles in five cities in southeastern Pennsylvania. West Chester University of Pennsylvania also received $6,000 to power campus safety and maintenance vehicles with B20 fuel. The state of Pennsylvania took a big step toward a dynamic transportation system with a relatively modest investment.

San Francisco and other Bay Area communities have been busy in recent years promoting greener vehicles. The latest effort by Bay Area officials is a partnership to install E85 and biofuel stations throughout northern California. These stations are intended to accommodate new vehicles by American automakers that run on biofuels. Propel Fuels is working with East Bay Clean Cities and CALSTART to install 20 biofuel stations in the next year including 10 units by December.

The U.S. Department of Energy and the California Energy Commission have provided $10.9 million in grants for the Low Carbon Fuel Infrastructure Investment Initiative. This funding includes $6.9 million from the federal Clean Cities program and $4 million from the state’s Alternative and Renewable Fuel and Vehicle Technology Program. Propel Fuels announced that it would leverage this grant with an additional $16 million to speed installation of biofuel stations. This initiative will precede fueling stations with a public education program. This program covers the availability of biofuel vehicles in California as well as the benefits of E85.

Propel Fuels has already installed Clean Fuel Points at locations in Fremont, Oakland and South San Jose. The company is also participating in similar initiatives in Sacramento, Portland and Seattle. The Low Carbon Fuel Infrastructure Investment Initiative has a short-term goal of 75 biofuel stations in the state by 2012.

The Propel Fuels Clean Fuel Points can be used as standalone stations or components within a traditional gas station. The Clean Fuel Point is built from recycling aluminum and covers up to 200 square feet. Propel Fuels notes that eco-friendly options like paperless sales and LED lighting add to the value of the Clean Fuel Point. Each unit can hold up to 10,000 gallons of biofuel to reduce the number of replenishment trips.

The projected displacement of gasoline and greenhouse emissions due to the initiative sound compelling. Estimated displacement due to the initiative includes 39 million gallons of gasoline and 187,000 tons of carbon dioxide per year. The addition of more biofuel stations will inevitably bring up debates about the cleanliness of biofuel compared to gasoline. Propel Fuels and other Bay Area partners are participating in a diversification of refueling stations that could be replicable nationwide. The Clean Fuel Point could be adapted for EV chargers, hydrogen fueling and other energy source at multimodal stations in the near future.

The Low Carbon Vehicle Partnership recognized the accomplishments of 22 companies with its first annual LowCVP Low Carbon Champion Awards. This award show was part of the partnership’s annual conference on July 14-15 at Twickenham Stadium in West London.  The partnership was created in 2003 and has grown to more than 170 public and private organizations interested in reducing emissions in the UK. The LowCVP Low Carbon Champion Awards recognized successful businesses in seven categories ranging from customer education to low-carbon innovation.

The Innovation Award and the Special Award were devoted to companies that have contributed broadly to low-emissions vehicle development. The Innovation Award featured nominees like Gordon Murray Design and Oxford Yasa Motors that have presented promising technologies. The Special Award was devoted to nominees that have advanced green vehicle technology the furthest in the past year. These nominees included development agency One North East and TheGreenCar website.

The LowCVP Low Carbon Champion Awards also recognized the technical aspects of low-carbon transportation developments. Nominees for the Road Freight Award included Smith Electric Vehicles and other companies that improved emissions standards for commercial vehicles. The Buses Award included nominees like Transport for London Bus Services involved in reducing emissions in public transportation. The Fuel Supplier or Retailer Award featured nominees like Greenergy Fuels that sought to increase supplies of alternative fuels.

Visitors to the Low Carbon Vehicle Partnership Annual Conference also recognized the organizational and customer service accomplishments of nominees. The Low Carbon Car Communication Award celebrated companies like Vauxhall and BMW that have educated the public about cleaner vehicles. The conference also presented the Low Carbon Road Transport Programme Award to organizations responsible for creating programs to simplify low-carbon vehicle management. This award listed a public nominee in the UK Department for Transport and a private nominee in Leaseplan UK.

The inaugural presentation of the LowCVP Low Carbon Champion Awards promoted the top tier of green vehicle supporters in the UK. The nominees for these awards have pushed the UK into the preliminary stages of a large-scale vehicle evolution. We need only look at the partnership’s awards list to see how far the UK has traveled toward zero emissions since 2003. From consumer education to vehicle sales, the LowCVP Low Carbon Champion Awards show the need for public-private collaboration in the UK on a comprehensive low-emissions transportation plan.