This summer, I have started working on a research project as part of a collaboration between the Hudson Valley Additive Manufacturing Center where I currently work and the Novo Foundation. The project aims to close the loop of the additive manufacturing process and reclaim old prototypes, supports, and failed prints and turn it back into usable filament for 3D printing or pellets for injection molding. Eventually, we hope to start recycling thermoplastics from other waste streams for use in rapid prototyping as well. I am currently collecting data for a research paper, as well as blogging about my experience on the HVAMC website, which you can find here.

When it comes to automotive sustainability, we often immediately think about driving emissions. With the argument against EVs encompassing the environmental impact of battery production, the conversation must be shifted to encompass the entire environmental footprint of a car, from production through its life cycle and eventually its demise. Design thinking has been around a long while, but its recent resurgence as a more holistic approach has allowed product designers (including but not limited to the auto industry) to think about how their products impact both the end-user and the planet.

Sustainable design thinking incorporates looking at waste streams and analyzing how they can be either eliminated or exploited to form energy or new materials. It also encompasses a holistic approach to the design of a product, thinking not only about how its produced and used but also how it is disposed of at the end of its useful life cycle, as well as the environmental and economical sustainability of the materials and energy used to produce it. For example, in 2002 Subaru launched an initiative to make their Lafayette, Indiana production plant entirely zero-waste. In just two years they met that goal, and have sent nothing to landfill since 2004 (Guynup). Their efforts included convincing suppliers to ship in reusable containers so as to eliminate Styrofoam waste, turning cafeteria waste into compost, recycling all plastics and metals, and incinerating the remaining non-recyclable materials to create energy.

BMW has also launched a major sustainability effort as well, using their vast engineering and design research to investigate sustainable and biodegradable materials for use in automobile construction. Daniela Bohlinger, Head of Sustainability in Design for BMW Group, described this in an interview for BMW’s Sustainable Stories website, “At our company, there’s quite a change in thinking underway at the moment. Everybody is looking critically at their own work and across their department with an awareness of raw materials and their potential. Scrap materials are not waste products; they are the new raw materials.” In 2013, BMW launched the i3 and subsequent i8 as part of their i-Project, a program created to design eco-friendly electric and plug-in hybrid cars with a focus on sustainable future mobility. The i3’s construction consisted of 20% recycled materials, but Bohlinger believes that is just the beginning. She goes on to describe that environmental responsibility is not a marketing ploy, but a fundamental value of the company. Trends in design thinking towards sustainability and renewable resources help to reduce the overall carbon footprint of our cars from manufacture to disposal, and set a precedent for other industries and companies to follow suit.

References

“BMW Group – Responsibility – Sustainability Dialogue.” Responsibility – Sustainability Dialogue, BMW Group, www.bmwgroup.com/en/responsibility/sustainable-stories.html.

Guynup, Sharon. “The Zero-Waste Factory.” Scientific American, Springer Nature, Inc, 13 July 2017, www.scientificamerican.com/custom media/scjohnsontransparent-by-design/zerowastefactory/.

Alternative energy sources are a major topic of debate for the auto industry, but manufacturers are beginning to make the investment to protect themselves against the inevitable collapse of the oil industry. With electric vehicles (EVs) like the Tesla taking the industry by storm, other major manufacturers such as BMW, Volkswagen, Jaguar, and General Motors have begun EV and plug-in hybrid initiatives. Electric cars have a long history and many of the problems they faced in the early days are still the problems they face today, albeit to a lesser extent. Believe it or not, about a third of the cars were electric at the turn of the century. Its smooth, simple operation and minimal moving parts made EVs very attractive over the early gas-powered alternatives. Their limited range, however, constrained them to highly urban areas where charging stations were readily available. Still, it looked like the EV industry was a competitive player among its gas powered-cousins. So what happened?

In those days, the consensus was simply that sales agents of early electrics simply over-promised and underdelivered, as their claims of performance and range rivaling that of gasoline cars fell short of the technology of the time.  Ever since the mid-1990’s it has seemed as though electric cars were on the brink of mass adoption, but progress has been slower than anticipated. Changes in policy, technology, and consumer tastes have all played a part. According to Scott LeVine, assistant professor of Geography at SUNY New Paltz and transportation planner, the problem of electric cars is that they simply have less of a value proposition than gasoline powered cars as the perceived risk of consumers is just too high for the moment. Part of the problem is that consumers simply aren’t ready to make the switch.

A possible solution to this is to bridge the gap with more easily accepted and applied biofuels. Son of the founder of the famous Cummins Engine Company, C. Lyle Cummins Jr. published a book Internal Fire chronicling the history and development of the internal combustion engine. He cites that some of the very first engines were run on alcohols and natural oils like vegetable oil and turpentine (Cummins 77). Ethanol and biodiesel have the best chances of becoming mainstream as ethanol performs similarly to gasoline and biodiesel is a direct replacement for conventional diesel, needing zero modifications to existing diesel engines. In fact, the United States began injecting ethanol into the gasoline sold at pumps, so all gasoline powered cars can currently run on 10% ethanol. A publication from PBS summarizes that biodiesel can be made from waste vegetable oil or animal fat and over its lifecycle (from production to combustion) yields 78% less CO2 emissions than petroleum diesel. Having the highest energy density of any transportation fuel while being less toxic than table salt, biodiesel is easily the most environmentally friendly ICE fuel (Biodiesel, PBS).

Similarly, some of the first engines ran on alcohol fuels such as ethanol. Ethanol is derived from plants such as corn or sugarcane, and is the same type of alcohol found in alcoholic beverages. While most engines produced today are guaranteed to run on a 10% ethanol 90% gasoline blend, only flex-fuel equipped engines are capable of running safely on higher percentages of ethanol. While its molar energy density is slightly lower than that of gasoline, its higher octane rating and excellent thermal characteristics make it ideal for the high-compression or turbocharged engines that are trending in the industry as engineers strive for higher efficiencies. These characteristics have also made it ideal for those seeking high performance out of their engines such as the Motorsports and aftermarket industries. The use of alternative energy sources for personal transportation is a hotly debated and often misunderstood topic in the eyes of the general public. If manufacturers could embrace and promote these benefits to help change the public perception of biofuels, we could more effectively reduce dependence on fossil fuels.

References

“Biodiesel 101.” PBS, Jumpstart Productions, 2010, www.pbs.org/now/shows/302/biodiesel.html.

Levine, Scott. Personal Interview. 8 April 2019.

Cummins, C.Lyle. Internal Fire. Lake Oswego, Or. : Carnot Press, 1976., 1976. 

Motorsports has always been the best marketing avenue for fans. The old adage, “Win on Sunday, Sell on Monday” still rings true, as the global motorsports market is set to reach an eight billion dollar value by 2023 (M2 Presswire). There is no better way to develop a technology either, as the engineering and technical prowess of racing enterprises rival the top engineering companies in the world. Race cars are built to higher-than-military spec, and some such as Formula and Prototype cars are essentially upside-down fighter jets. For example, the engineers of Formula One cars have 4 months from the last race of the season to the first race of the next to design, manufacture, and test the fastest racing cars on the planet. That sort of rapid technological development on the cutting edge of emerging powertrain, aerodynamic, material and kinematic technologies is unparalleled in any other industry. Couple this with the immense marketing value of the sport, and you have a platform for making a big impact.

According to a recent article on Formula1.com, F1 is one of the most-watched sports on the planet attracting over 500 million viewers a year (Formula 1). Inspired by this, the FIA (the world motorsport governing body) built a racing series to promote sustainable mobility and serve as a development platform for road-relevant technologies. Formula E has become one of the fastest-growing racing series in popularity with an international schedule of street-circuits and grid of former F1 drivers. The otherworldly acceleration of electric cars as well as the futuristic design and soundtrack takes some getting used to for drivers and viewers, but no racing fan can deny the exciting battles this series creates. From a technical perspective, the development of battery technology has already made huge strides because of Formula E, as the first generation race cars required the drivers switch seats in the middle of the race as the batteries would not last the full race distance. Now, the Generation 2 cars have double the capacity and the manufacturers involved such as BMW, Nissan, Jaguar and Audi are already seeing the technology trickle down into their road cars.

Following the example of Formula E, one of the most famous motorsport events takes place in the United States’ very own Rocky Mountains. The Pikes Peak International Hillclimb hosts some of the most extreme factory and privately built machines on the planet, and has seen electric vehicles climb the mountain since 1981. The record was famously set in 2012 by Sebastien Loeb in the twin-turbocharged V6 powered Peugot 205 T16, but last year Volkswagen shattered the record with the all-electric, all-wheel drive ID-R. The first electric racing car built by Volkswagen, it’s blistering speed took not only the EV record, but the overall record time up the mountain (Jacobs). In light of the diesel-gate scandal, VW has decided to rebrand itself as EV-centric, with plans to electrify half its vehicle lineup by 2029 (Eisenstein). The ID-R prototype serves as a promotional tool to showcase this new image as well as their engineering capabilities.  

I personally believe that EV’s are the future of mass transportation. However, as a racing fan I know that marketing EV’s through motorsports is difficult. EV’s make little noise, so they fail to deliver the intense physiological and emotional response in spectators that the unbridled racing engines do. This is a bigger problem than it seems on the surface as fans will turn their attention to that which they find the most exciting, drawing value away from EV-racing. Biofuels such as ethanol have allowed racing series to maintain a green initiative without sacrificing the thrill of that noise. In 2007, the IndyCar Series converted to 100% fuel-grade ethanol in their racing cars (“President Bush Praises IRL’s Ethanol Fuel Initiative”). As the United States’ premier open-wheel racing series as well as home of the world-famous Indianapolis 500, the series has experienced a growth in popularity as spec chassis and engine packages keep racing close and the inescapable attraction to loud, powerful engines has kept fans engaged.

The benefits of Ethanol have also been trickling down into the aftermarket tuning industry as engine builders realize the benefits of the cool burning, high octane alternative to expensive race gas. According to Business Insider, the automotive aftermarket industry was worth 800 Billion dollars in 2018 (“Automotive Aftermarket Industry”). This aftermarket tuner industry has led to more and more engineering and technical development in this sector, and one of the most influential motorsports disciplines in the market is Time Attack. Tracing its lineage to the mountain roads of Japan, Time Attack has surged in popularity and engineering prowess as the production-based Unlimited spec cars approach Formula-car speeds. Time Attack has a unique attraction to the car enthusiast community as well, as the cars racing for the fastest lap time are privately built and based on popular road cars. The work being done in this area could have serious applications in the road car industry, as the high-efficiency small displacement engines running on alcohol fuels used in Time Attack are all based on road production gasoline engines (“2019 Global Time Attack Vehicle Technical & Safety Regulations”). Some manufacturers make life difficult for Time Attack Racers, but it would be much more productive for manufacturers to work with them. Not only would the technical data from the tuners extracting the maximum potential from their parts be beneficial to the engineers at the factory that designed them, but they would also gain access to a unique and fast-growing fan base. 

References

“2019 Global Time Attack Vehicle Technical & Safety Regulations.” Global Time Attack, HOD Agency, Inc., 2019, globaltimeattack.com/2019-rules/.

“Automotive Aftermarket Industry 2019 Global Market Statistics, Trends, Growth Opportunities, Leading Country, Key Players, With Competitive Forecast To 2023.” M2 Presswire, 2019.

Eisenstein, Paul A. “Volkswagen Boosts Electric Vehicle Production by 50% with 22 Million BEVs by 2029.” CNBC, CNBC, 18 Apr. 2019.

Formula1. “Formula 1’s TV and Digital Audiences Grow for the Second Year Running.” Formula 1®, Formula One World Championship Limited, 18 Jan. 2019.

Jacobs, Caleb. “Volkswagen I.D. R Smashes Loeb’s Pikes Peak Record by 16 Seconds.” The Drive, The Drive Media, Inc., 24 June 2018.

“Motorsports Market set to cross USD 8 Billion by 2023 at a CAGR of 10.2%.” M2 Presswire, 11 July 2018. Apr. 2019.

“President Bush Praises IRL’s Ethanol Fuel Initiative.” ESPN, ESPN Internet Ventures, 19 July 2006.

I hear it all the time. People arguing about alternative energy in cars, and generally coming to the conclusion that gasoline is still the best option. I get that, gasoline is incredibly well suited as a transportation fuel. Its energy-dense, convenient, and for many years it was cheap and abundant. As more and more cars find their way onto the roads and CO2 emissions reach critical mass, however, things have got to change. The problem is, people reject change and generally like to stick with what they’re used to. Especially when it comes along with a lower perceived risk. But are those alternatives people argue about really that bad?

Ethanol is one of the most controversial biofuels, as there is a valid argument to be made against it. Since ethanol started being used as an oxygenate in gasoline to reduce carbon monoxide emissions, there have been concerns that growing crops such as corn and soybeans specifically for the production of biofuels detracts from the available land available for food production. This would be true if we intended to replace all current petroleum fuels with biofuels from crops, but that is far from the intention. Currently, the production of biofuels has enhanced rural economies and strengthened agricultural communities by reducing their energy costs and adding value to their crops, livestock, and byproducts. In a statement for a subcommittee hearing on Renewable Energy before congress, member of the Board of Directors for the Montana Farmers Union Dan Downs said, “Through emerging technology we can dramatically increase the production of liquid transportation fuels […] and we can produce biomass and turn crop residues, ag byproducts and wastes into value added energy feedstocks. This linkage between local agriculture and renewable energy is the key to diversifying our energy markets and creating new economic opportunity for rural America” (United States, “Renewable Energy” 5). In that quote, he hints at emerging technologies that could convert waste streams into valuable energy sources, further reducing the need for dedicated biofuel crops.

Opponents also argue that the reduced energy density and highly corrosive properties of ethanol make it unsuitable as a gasoline alternative. All cars produced today currently have fuel systems that can handle at least 10% ethanol, while flex-fuel equipped vehicles have systems rated for up to 85% ethanol. The technology clearly exists to design ethanol-safe fuel systems that do not corrode, while there are plenty of manufacturers of ethanol resistant fuel lines, injectors, and pumps available in the aftermarket and racing industry. The reduced energy density can be offset by its high octane rating and excellent thermal characteristics, as engines tuned appropriately could run at higher efficiency. This is an area where motorsports data from IndyCar, Time Attack, and other series could be applied to road going vehicles.

EV’s are not free from mass criticism either, despite their recent growth in popularity. EV criticizers cite the environmental impact of their battery production and disposal as well as the fact that most electrical energy powering EVs comes from the nations power grid, which is still powered by approximately 78% fossil fuels (EIA). In order to refute these arguments, the Union of Concerned Scientists conducted a study entitled “Cleaner Cars from Cradle to Grave,” to determine the overall environmental impact of EVs as compared to conventional automobiles. They found that even when increased manufacturing emissions of the batteries are taken into consideration, EVs produce less than half of the global warming emissions of a conventional car, as the reduction in tailpipe emissions offsets its manufacturing emissions within 16 months of use or less. They also analyzed the overall footprint of EVs based on the operating regions’ dependence on fossil fuels, and determined that about 66 percent of the population live in areas where powering an EV on the regional electricity grid produces fewer global warming emissions than a 50 MPG gasoline car (Nealer 2). It is cleaner to drive an EV wherever you live, and those statistics will only go up as EVs become more efficient and the nation continues to supplement the power grid with renewable energy sources.

References

Nealer, Rachael, et al. “Cleaner Cars From Cradle to Grave.” Union of Concerned Scientists, Nov. 2015. https://www.ucsusa.org/sites/default/files/attach/2015/11/ Cleaner-Cars-from-Cradle-to-Grave-full-report.pdf.

United States, Congress, Senate, Committee on Appropriations. “Renewable Energy with a Focus on Cellulosic Ethanol and Biodiesel.” U.S. Governement Printing Office, 2006. 109th Congress, 2nd session, document 3-153.