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The buzzword these days is sustainability. A few years ago, this meant responsibility in a broader sense. Now, the focus is more on actual products. So, which alternatives can the industry offer to the appliance industry’s well-known products? And are these actually large, revolutionary steps? In white-good appliances, there are several alternatives. Europeans switched to high-efficiency horizontal-drum washers a long time ago—a revolutionary technology that left little room for improvement. The next big step might be to heat the water with gas instead of electricity. Martin Elektrotechnik is one German company that offers an automatic external water selector. It detects activation of the heating element and switches accordingly. However, at 285 euros, sales have been limited. The same unit can also be used for the dishwasher. The clothes dryer is another story. These appliances use 3–4 kWh per run, and there are more-efficient alternatives—the gas dryer and the heat pump dryer. Europe has a few gas dryer manufacturers, including UK-based Crosslee with its White Knight brand and Miele. Despite the advantages of efficiency and shorter drying time, they have not caught on in the larger marketplace. They only come as vented units, not as condenser units, and connecting the gas is just too much of a hurdle for many consumers, even when there is a click-on gas connector system available. Heat pump dryers are relatively new. Electrolux started in 1997 with an almost hand-built model under their premium, environmentally oriented AEG brand. At a price point of 1500 euros, even wealthy German consumers would not buy many of them. In 2005, the company started selling a redesigned model, called Öko-Lavatherm. It claimed energy savings up to 40% for around 700 euros, which is more in line with the cost of other premium models. Other manufacturers of heat pump dryers include Blomberg, the German brand owned by Turkish market leader Arçelik, and Swiss Schulthess. In cooling, there have been no large breakthroughs. Years ago, there was talk of vacuum-insulated panels, but no models were produced. Instead, there have been a number of smaller-scale efficiency improvements, and today, the industry suggests that consumers simply buy new, extraefficient models. AEG offers a typical case: a 300-L cooler/freezer in the A++ efficiency class now uses only 200 kWh per year, whereas a 10-year-old model used as much as 500 kWh. And what about the heating industry? Remember that in chilly Europe, heating is the largest energy user. The advice here is almost the same as for white-good appliances—just replace old equipment. There are still many noncondenser boilers on the market and a significant percentage of houses are insufficiently insulated. German Vaillant is calling its efficiency initiative "Generation Efficiency." But, like the home appliances market, progress is gradual. Current boilers are already highly efficient. Other technologies, such as solar panels, combined heat-and-power units, and heat pumps, catch on more slowly. Still, there were 1.1 million renewable energy units sold in Europe in 2006 compared with 440,000 just two years earlier. Some of the company’s smaller steps forward were seen at ISH. The small Vaillant ecoCOMPACT combiboiler now has a high-efficiency pump, which is said to reduce electricity use by 50%. Hot water output is higher for user comfort, and there are new modules for remote access for better preventive service. The main obstacle for customers wanting a heat pump is the installation, as sometimes complex drilling is needed. Vaillant solved that issue by taking over a drilling company and offers all of the services for a fixed price, just like its competitor, BBT Thermotechnik. Across the board, it seems manufacturers continue their efforts toward sustainability. The question now seems to be whether or not consumers will take advantage of the technology.

Most economic policy models now suggest a significantly negative impact on the economy if U.S. policymakers choose to reduce greenhouse gas emissions to any significant extent. There are a number of reasons for these inappropriate outcomes. Primarily, they are an artifact of the models and not the data. By turning to the historical record in the United States we can examine recent data to inform policymakers and business leaders what the economic policy models should be saying about energy and climate change policies. We can also use this historical record to perform a diagnostic review of recent modeling exercises to improve our understanding of their missed opportunities.

The latest effort comes not in some green hub like Portland, Oregon, but in the Persian Gulf, fuelled as much by oil wealth—and the need to find postpetroleum business models—as environmental zeal. Groundbreaking is scheduled for Saturday for Masdar City, a nearly self-contained mini-municipality designed for up to 50,000 people rising from the desert next to Abu Dhabi’s international airport and intended as a hub for academic and corporate research on nonpolluting energy technologies.

The Solar Electric Power Association (SEPA) presents its latest industry research reports, Utility Solar Business Models: Emerging Utility Strategies & Innovation. As solar electricity moves into boardrooms and executive meetings across the United States, leading utilities begin to make concrete decisions for major solar deployment. This report provides a compendium of emerging utility innovations that will provide valuable information both across utility departments and into upper management. A copy of the full report can be downloaded from the SEPA website at www.solarelectricpower.org.

Project Better Place, owned by Israeli-American entrepreneur Shai Agassi, will provide lithium-ion batteries to power the cars and the infrastructure to refresh or replace them. One battery will enable the cars to travel 124 miles per charge. Project Better Place will install parking meter-like plugs on city streets and construct service stations along highways to replace the batteries. [2] Renault-Nissan will build the new cars and will offer a small number of their existing electric models, such as the “Megane” sedan, at prices roughly comparable to gasoline models. To promote this form of environmentally efficient transportation, the Israeli government cut the tax rate on cars powered by electricity to 10 percent (from 79 percent on ordinary cars) to encourage consumers to buy the vehicles once they become available. [3] This initiative will offer consumers an inexpensive car for which they will pay a monthly fee based on expected mileage.

After safety, the longevity of the batteries in a plug-in hybrid is the greatest unknown. Can a plug-in hybrid’s battery pack retain the bulk of its energy capacity over 10 years of daily use and more than 4000 full-discharge cycles? (For a deeper look at the challenges facing plug-in hybrid batteries, see “Lithium Batteries Take to the Road”.)[ LINK: http://www.spectrum.ieee.org/sep07/5490 ] As Don Hillebrand of Argonne National Laboratory, in Illinois, said tartly, “Batteries are the showstopper.” Periodic demands from the grid, even for only a small fraction of the battery’s stored energy, would clearly affect the cells’ life span—but no one has data on how much. Another open issue is the development of creative financing models for replacement battery packs costing several thousand U.S. dollars even after mass production is achieved. Third-party battery leasing could be one answer, if combined with a secondary market for batteries whose performance has fallen below automotive levels. Carmakers, electric utilities, and large consumer-financing groups are quietly batting around these notions to see if they can build a financial model that makes sense for all three parties.

The effects of combined driving and vehicle-to-grid (V2G) usage on the lifetime performance of relevant commercial Li-ion cells were studied. We derived a nominal realistic driving schedule based on aggregating driving survey data and the Urban Dynamometer Driving Schedule, and used a vehicle physics model to create a daily battery duty cycle. Different degrees of continuous discharge were imposed on the cells to mimic afternoon V2G use to displace grid electricity. The loss of battery capacity was quantified as a function of driving days as well as a function of integrated capacity and energy processed by the cells. The cells tested showed promising capacity fade performance: more than 95% of the original cell capacity remains after thousands of driving days worth of use. Statistical analyses indicate that rapid vehicle motive cycling degraded the cells more than slower, V2G galvanostatic cycling. These data are intended to inform an economic model.