Federal government suspends ecoEnergy program

The Federal Government announced March 31 that it has suspended the ecoEnergy Retrofit – Homes program. The program was designed to encourage homeowners to undertake energy efficiency improvements on existing homes to increase energy savings and reduce greenhouse gases. It consisted of grants up to $5,000 and involved pre-retrofit assessments, retrofits and post-retrofit assessments.

The entire program was originally set to run until March 31, 2011. The government will now only process grant applications from homeowners who have scheduled or completed a pre-retrofit evaluation and who will be completing energy efficiency improvements and post-retrofit assessments prior to March 31, 2011. Such participants must apply for grants prior to that date. However, the pre-retrofit phase is now closed to new applicants.

The suspension of the program came as a surprise. In its March 2010 budget, the government announced an additional $80 million (2.2MB PDF) to support retrofits by Canadian homeowners due to “unprecedented demand”. In total, the Government provided $585 million to the program under the Economic Action Plan.

In a Frequently Asked Questions section on the Office for Energy Efficiency website, the government justified the cancellation by saying “the program is confident that all eligible homeowners who previously entered the program by scheduling or completing a pre-retrofit evaluation will still have the opportunity to apply for and receive a grant.”

The Federal Government will continue to support provincial and territorial energy efficiency for homes.

Go shopping, save the planet

Buying stuff now provides a triple benefit: you own something new, you help the economy recover and you save the planet. Not bad for an afternoon at the mall. AIR MILES® has announced the formation of a new division, AIR MILES for Social Change, designed “to help organizations more effectively inspire socially responsible lifestyle choices among Canadians by harnessing the power of reward miles.”

AIR MILES for Social Change is partnering with government agencies, energy utilities, transit service providers, and non-governmental organizations. According to the news release, these partnerships “leverage the value of AIR MILES reward miles and the program’s reach into more than 10 million Canadian households to create incentives for energy conservation, public transit, waste reduction and other sustainable choices to shift the attitudes and behaviours of Canadians in favour of healthy living and the environment.”

Details about the new program are scant, but “an innovative energy conservation relationship with the Ontario Power Authority is set to be announced in April, 2010. This joint program will help engage Ontarians to take simple conservation actions that will have lasting financial rewards and help fight climate change.”

What’s the greenest vehicle in Canada?

According to Natural Resources Canada’s fuel consumption ratings for the 2010 model year, of the 1,024 cars listed, it’s the Toyota Prius (not withstanding a recent recall of 2004-2009 Prius models and 2010 Prius models). Prius has held that position since 2007.

The Prius emits 1,748 kilograms of CO₂ per year and consumes 760 litres of gasoline in doing so. The second-greenest car is the hybrid version of the Honda Civic, with emissions of 2,070 kilograms of CO₂ per year and consumption of 900 litres of regular gasoline. Rounding out the top three is the Honda Insight with emissions of 2,162 kilograms of CO₂ per year and consumption of 940 litres of regular gasoline. The Insight was the greenest car from 2000 to 2006.

Of course your results may vary, depending on how you drive and where you drive. These estimates assume an annual driving distance of 20,000 kilometres, 55 per cent of which are city driving and 45 per cent highway driving.

As one would expect, nine of the top ten green vehicles are cars. Only the Ford Escape is a special purpose vehicle (the new name for an SUV). Of the top ten vehicles, eight are hybrids. Only two, the Toyota Yaris ( ranked 10th) and Smart Fortwo (ranked 5th), are powered by conventional gasoline internal combustion engines. No diesel-powered vehicles made it to the top ten. In fact the diesels with the lowest CO₂emissions are the Audi A3 TDI, Volkswagen Golf TDI Clean Diesel and the Volkswagen Jetta TDI Clean Diesel, all of which tied for 38^th place with emissions of 3,132 kilograms of CO₂ per year and consumption of 1,160 litres of diesel fuel. These cars were considered the greenest in 1999, prior to the introduction of hybrid technology.

Car	Class	Power	Emissions (kg/CO2/year)	Consumption (L/y)	Base Price ($Cdn)
Toyota Prius	Mid-size	Hybrid	1,748	760	27,800
Honda Civic	Subcompact	Hybrid	2,070	900	27,350
Honda Insight	Compact	Hybrid	2,162	940	23,900
Ford Fusion	Mid-size	Hybrid	2,300	1,000	21,499
Smart Fortwo	Two-seater	Conventional	2,484	1,080	14,990
Lexus HS250h	Compact	Hybrid	2,622	1,140	39,900
Toyota Camry	Mid-size	Hybrid	2,622	1,140	24,900
Nissan Altima	Mid-size	Hybrid	2,668	1,160	33,398
Ford Escape	Special Purpose	Hybrid	2,806	1,220	24,499
Toyota Yaris	Subcompact	Conventional	2,852	1,240	14,750
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So, we’ve covered green. What about affordable? Well, the reason these vehicles produce fewer emissions is that they consume less fuel. So there is a savings in operating costs. As well, there can be a savings in sticker price. Statistics Canada reports the average price of a new car in 2009 was $25,683. Adjusting for inflation of 1.86 per cent, that price rises to $25,770 in 2010. The average price of the top ten cleanest vehicles in Canada is $25,300. The least expensive are the Yaris at $14,750 and the Fortwo at $14,990, the only two non-hybrids of the bunch. The most expensive are the Lexus at $39,900 and the Altima at $33,398. Even the SUV comes in less than average car price.

On the other end of the emissions, consumption and price spectrum is the Bugatti Veyron which emits 10,166 kilograms of CO₂ per year, consumes of 4,420 litres of gasoline and costs about $1.7 million, depending upon options, retailer may sell for less. Operating costs are steep as well. At its top speed of 407 kilometres per hour, the tires last about 15 minutes. However, there’s a built-in safety mechanism. At top speed a full tank of gas only lasts 12 minutes.

e-bike power

Electric is the word when it comes to urban transportation. From C-trains to hybrid cars, there are more ways than ever to get around downtown, emission free. Now motor-assisted bicycles and electric scooters are about to become all the rage. With a new regulation in Alberta, electric bikes may be a more “powerful” option. Users will no longer need a licence, insurance or registration in order to ride one.

Topping at 32km/h, e-bikes may not be right for highway driving, but perfect for running errands in your neighbourhood. In some –not all – cases, they may be suited for your daily commute. Because of the new regulations, many retailers believe you will see more commuters on e-bikes.

While traditional bicycles remain popular, some routes require just a little more juice, like biking uphill or long distances. Despite having more power than a traditional bike, if recharged via renewable provider like Bullfrog Power, it’s still emissions-free.

Electric scooters are gaining in popularity as well. Consumers often report feeling safer on a scooter than a bike, whether motorized or not. This is partly because other vehicles treat it like a vehicle, and partly because it has some car-like features; rear-view mirrors, turn signals and horns.

While generally intended for use within a few kilometres of a city’s downtown area, they are gaining popularity with riders further from the core. There is no question that both e-bikes and electric scooters are strong additions to the plethora of urban electric vehicles.

Vroom!

Funding for green diesel research

You’ve seen the commercials, and heard the popular wisdom – hybrid cars are hip now, and a cornerstone of the future.  Soon, all cars will be hybrids – right?

If that’s the case, why is Ming Zheng focusing on diesel engines? With some help – namely, a $1.4 million grant – from the Canada Foundation for Innovation, the University of Windsor researcher wants to find a way to increase the fuel efficiency of diesel – while decreasing its emissions.

Zheng believes biofuels and biodiesels derived from plant and animal sources are the way of the future. He wants to free us from relying on fossil fuels altogether.  Hybrids still require some gasoline; biodiesel engines would not.  Zheng figures diesel-based hybrids may even trump them all.

Currently, however, the university is using this $1.4 million grant primarily to focus on ways to make conventional diesel burn cleaner. It’s already a more energy-efficient option; diesel’s big advantage is fuel efficiency.

However, as demand increases, so does price.  This was demonstrated in April 2008, when in some places diesel prices topped that of gasoline.  This impacted shipping costs worldwide, and drove up the prices consumers paid for imported goods.

That may have been more than just an anomaly.  But reports show that demand for diesel has been experiencing much more growth than comparable demand than gasoline.  It’s a global phenomenon, but particularly in Europe, where diesel-running cars are incredibly popular.

Perhaps Zheng, telling us to jump on the diesel bandwagon, has the right idea.

Diesel – still a dirty word in Canada?

Hybrids and electric cars may seem to be the darlings of the future of transportation, but German automakers don’t want you to forget about diesel.

Cleaner burning than ordinary gasoline, diesel is cheaper and has 20 to 40 per cent better fuel economy. Yet, demand is still small. However, in 2008 Volkswagon’s Jetta TDI diesel model won Green Car of the Year in the US.

Despite the award, diesel automakers are keeping a low profile, even on their brand new models. Why? Because they know in Canada, that a lot of minds have already been made up. Canadians don’t think of – or treat – diesel as “green.”

Meanwhile in Europe, diesels account for almost half of the new car sales. Here in Canada, the projection is for hybrid cars to make up about the same by 2016. Diesel, on the other hand, is projected to be only about 10 per cent by that time.

This may be due to the fact that some provincial governments (like Ontario and British Columbia) offer incentives and rebates on hybrid or electric purchases. No such rebate exists for diesel-burning cars – despite their superior fuel economy and cleaner burn.

Diesel buyers could certainly use the break; the components in a diesel car can add $9,000 to the purchase price. The costliness of diesel cars has made them especially unattractive to North American buyers, even in the best economic situations. This, combined with the perceived unattractiveness of the fuel itself makes the situation nearly hopeless in this market. But Audi has released a new slogan in an effort to change this image. Diesel. It’s no longer a dirty word.

Checkered flag going green

Are auto sports eco-friendly?

At first glance, you’d think auto racing wouldn’t qualify.  Consider: they burn a lot of fuel to zoom around and around in circles doing nothing but going fast and entertaining thousands of fans.  Whether you enjoy it or not, that’s hardly model environmentally-friendly entertainment.

Fair enough, but now consider this.  This year’s Honda Indy Toronto burned nary a liter of good old fashioned gasoline.  Each of the cars participating in the race ran on 100 per cent ethanol.

Much gasoline available today has small amounts of ethanol mixed in. Regular cars built in the past 30 years can all run on a blend with 10 per cent ethanol, and not too long ago, an Ottawa gas station made just such a concoction available to the public. It was considered a big deal.

So cars running on 100 per cent ethanol are a very big deal.  Especially racing cars, because going faster (and they go really fast) burns more fuel.  That’s complicated math, but it means the carbon emissions from these cars is nil. This race is pollutant-free.

The Indy Racing League (IRL) is certainly making an effort.  Since 2007, they have been racing with 100 per cent ethanol fuel and have replaced old lead wheel weights with ones made of a less corrosive, more environmentally-friendly material. They installed trackside recycling containers, and donate leftover food to local food banks.

The IRL has been doing its level best to have people equate “auto racing” with “eco-friendly.”  That, at least, deserves an honorary checker flag.

Solving the infrastructure problem

The future is electric. Or at least many believe it is minus the one glaring problem facing electric vehicles: infrastructure.

More and more companies are building electric cars. Nissan has released a preview of their as-yet unnamed model, one based on their Versa in appearance. But on the inside, it’s all about the battery, baby.

Nissan also has electric models of their Cube. While neither model is available to consumers just yet, product planner Mark Perry says “This is not a test or demonstration…we’re ready for mass production.” They plan on having the car available in 2012. Hopefully, in that three-year gap, the infrastructure needed will be built. It would be a shame to have electric cars driving around with nowhere to plug them in, or for no one to buy them because there is no infrastructure.

Luckily, some universities are looking for solutions.

In Saudi Arabia, King Abdullah University of Science and Technology brought in a UK company to install 150 Elektrobay charging stations in September. All Elektromotive’s charging bays are allocated to the 150 EV car fleet for staff and students to use around the campus. A feasibility test, so to speak, on a small scale.

Closer to home, electrical engineers at the University of Calgary are looking at plug-in hybrids to determine the feasibility of storing electricity directly from the power grid. They hope to develop a smart-charging system that would specifically make use of energy generated from wind power.

Nissan wants to help too; and why wouldn’t they? The Renault-Nissan Alliance is signing deals left and right to set up charging networks all over the world. Because they’re smart enough to know convenience is key to keeping customers happy.

Who killed the natural gas car?

Some ‘80s trends just didn’t last. Big hair, shoulder pads, Tears for Fears…natural gas cars?

Clean-burning fuel was a big fad decades ago, albeit because of a major spike in gasoline prices. About 220 Compressed Natural Gas (CNG) fueling stations were built, in order to serve the 20,000 CNG cars on Canadian roads.

Transit vehicles and taxis were first to hop on board the CNG bandwagon, but any car could (and still can) be converted into a bi-fuel CNG car. Bi-fuel cars can run on either conventional gasoline or compressed gas at the flip of a switch.

Despite the initial mad scramble for compressed gas technology, there are now only about half as many CNG cars in use now as there were in the 80s. The technology is about as forgotten as a bad synth-pop hit. Right?

Would it surprise you to find out that the world’s largest CNG fueling station is in Lima, Peru? CNG cars are still popular all over the world, from South America to Europe. So why didn’t they take off in North America?

Some claim it lacked proper government backing, especially now that the government has thrown its weight (and regulation, and funding) behind electric hybrids and ethanol fuels. Others say it was deregulation, and some say there just wasn’t enough public interest.

Canadian Natural Gas Vehicle Alliance president Alicia Milner says it was a combination of these factors. She adds that given its cleanliness, the low price of natural gas (about 40% lower than gasoline) and Canada’s abundant supply, this is a great time to re-explore CNG technology.

After all, haven’t you noticed the ‘80s are totally back in style?  Gag me with a spoon!

The end of summer fuel prices

The end of summer brings the wistful melancholy in all of us. You hardly hear a conversation that doesn’t include wishes that the long sunny days of trips to the beach, backyard barbecues and outdoor fun should last forever.

The end of summer also means the end of expensive summer fuel prices. Every summer, gas prices go up. That’s a given.

After all, more people use more gas in the summer. People travel more, or at least take day trips out of the city. It’s just basic supply and demand; the higher the demand, the more you can be charged for it.

Simple, right? There’s actually more to it than that. Most people don’t realize the actual product is different. “Summer blend” gasoline is different from the stuff sold in winter. Summer gasoline burns a little cleaner, but costs more to produce.

Why would gas be any different? Pollution. The combination of heat and increased vehicle use makes it a bigger problem in the summer. 1995’s Clean Air Act Amendments saw the formation of the “Reformulated Gasoline Program.” The purpose was to reduce pollution between June and September. 

Summer gasoline has different oxygenates than winter gas; namely, cleaner-burning fuel additives. In the spring, refineries must switch to summer-grade production. This coincides with the time refineries are cleaned, causing the gas prices to go up for another Economics 101 reason – scarcity.

When refineries shut down to clean up, they obviously stop producing gasoline. When the refineries start up again, they switch to producing summer-grade gas. 

At least there’s one benefit to the end of summer.

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