A clear theme of the conference was the medical implications of air pollution. A poignant part of one presentation began with the showing of the state of pollution in California fifty years ago. The scene showed a woman wiping tears from her eyes due to the pollution. Behind her the city hall of Los Angeles is almost totally obscured due to the level of pollution that had developed. Today there are almost 160,000 deaths due to lung cancer, with prime causes of the disease being smoking, air pollution and industrial substances. In the case of fuel-based irritants, diesel fuel particulate matter between 0.1-0.25 micrometers in diameter are the most dangerous particles. The removal of these irritants was seen as key to reducing the health risk from vehicles.
The conference had a distinct air of realism in its content. Technologies capable of improving air quality today were discussed in parallel with those forecast to dominate in the future.
A major focus of the conference was diesel and its related aftertreatment technologies. Diesel engines are estimated to be 40 per cent more efficient than gasoline engines but also a key air polluter. Diesel introduces volatile organics compounds, particulate matter and nitrous oxides in to the air. After treatment technologies such as particular traps, oxidation catalysts, selective catalytic reduction, urea injection and exhaust gas recirculation were all discussed as possible routes to meeting the future emission targets set by the Environment Protection Agency and the State of California. A key milestone for diesel technologies is the low level of sulphur (15ppm) to be imposed on fuel in the USA over the next few years. This is seen as key to enable other catalyst technologies to become more effective on a wider range of transportation vehicles.
An area of increased interest was the development of Hybrid vehicle strategies by most of the major automotive manufacturers. The combination of battery power and efficient internal combustion engine technology is perceived to be a key stepping stone to fuel cell powered vehicles. The driving force for the strategy is based on the time it will take to have a production fuel cell vehicle but also the need to gain real time experience in the mass electric vehicle market.
Future technologies were also discussed. DaimlerChrysler presented its development of transportation fuel cells. The overall system efficiency of a fuel cell vehicle is estimated to be 37.7 per cent while the best diesel engine technology was reported to be 27 per cent. DaimlerChrysler estimated that it would be 2006-7 before a fit for daily use fuel cell vehicle would be ready, with major production occurring at the turn of the decade. It was highlighted that in the future a range of fuels from hydrogen to gasoline were likely to be part of fuel cell technology.
Stationary power sources were also highlighted as an area of innovation. Capstone Turbine presented low emission, high system efficiency microturbine technology. This technology generates electricity at almost a 50 per cent discount to centrally generated power generated in western states. In the future microturbine technology is forecast to be a major contributor to the Distributed Power Generation market.
Of particular interest was the appreciation of how the stance of the US government on the Kyoto Protocol is at odds with the work being done in California, New York and Texas. It is widely believed that as more states push for cleaner air the US government will gradually come round to implementing these policies on a national level and then influence the international community.
Overall the conference showed that many issues require resolving. Technologies ready today are needed to remediate air pollution now, while future technologies need to continue development with reduced costs and little transparency to the consumer. Lots of good work has been done but the message most people left with was that the job has only just begun.
Dr. David Willey
Emerging Engineering Technology Analyst
Evolution Capital Limited