Debbie Senesky, Aeronautics and Astronautics, Stanford University
Monday, February 25, 2013 | 04:15 PM - 05:15 PM | NVIDIA Auditorium, Jen-Hsun Huang Engineering Center | Free and Open to All
Harsh environment sensors can be used to perform real-time, in-situ combustion monitoring leading to designs of power and propulsion systems (e.g. automotive engines, industrial gas turbines and aircraft engines) with increased efficiencies, fuel flexibility and reduced CO2 emissions.
In addition, new milestones in space exploration can be realized through the development of high temperature, radiation-hardened materials, instrumentation and energy conversion devices. In this talk, compelling results of silicon carbide (SiC), gallium nitride (GaN) and aluminum nitride (AlN) sensor operation at temperatures as high as 600oC is reviewed.
John Atcheson, Vice President, Getaround
Logan Green, CEO & Co-founder, Zimride
Monday, April 9, 2012 | 04:15 PM - 05:15 PM | NVIDIA Auditorium, Jen-Hsun Huang Engineering Center | Free and Open to All
David Stern, ExxonMobil Refining and Supply Company and
Dan Sperling, Institute of Transportation Studies, University of California at Davis
Please note different venue (320-105) and day (Wednesday)
Wednesday, April 13, 2011 | 04:15 PM - 05:30 PM | | Free and Open to All
Abstract from Daniel Sperling:
The low carbon fuel standard (LCFS) is being implemented in
Abstract from Dr. David Stern:
Challenges to Meet a Low Carbon Fuel Standard (LCFS)
As part of AB32, California’s Climate Change Act, the California Air Resource Board (CARB) has enacted a Low Carbon Fuel Standard. The LCFS mandates a reduction in fuel life-cycle carbon intensity (CI), versus a petroleum fuel (gasoline/diesel) baseline. At low CI reduction targets, increased use of biofuel is needed to meet the target, but higher CI reduction targets (e.g., 10%) are infeasible without large numbers of electric vehicles, large use of very low CI biofuels, or both.
This talk will review the challenges in meeting the LCFS, and why LCFS is a complex, cost ineffective, and non-transparent policy to reduce GHG’s.
- On a cost per unit GHG reduction, transportation-fuel-related cost reductions substantially exceeds the cost of other GHG reductions
- If policy goals are to promote biofuels or to electrify the fleet, direct and transparent regulations are better ways to meet these goals
- If the policy goal is GHG reduction, the most efficient and cost effective approach is a broad based, revenue-neutral carbon tax
Our discussion will also review principles to consider in policy development. If society chooses to implement climate policy, such policies should: ensure a uniform and predictable cost of GHG emissions, let market prices drive the solution, minimize complexity, maximize transparency, and adjust to future developments in climate science and the economic impacts of climate policies.
Andreas Schäfer, University of Cambridge
Monday, March 7, 2011 | 04:15 PM - 05:15 PM | NVIDIA Auditorium, Jen-Hsun Huang Engineering Center | Free and Open to All
Jens K. Norskov, Center for Interface Science and Catalysis, SLAC
Wednesday, December 1, 2010 | 04:15 PM - 05:15 PM | Building 420, Room 40 | Free and Open to All
Essentially all sustainable energy systems rely on the energy influx from the sun. In order to store solar energy it is most conveniently transformed into a chemical form, a fuel. The key to provide an efficient transformation of energy to a chemical form is the availability of suitable catalysts, and we will need to find new catalysts for a number of processes if we are to successfully synthesize fuels from sunlight. Insight into the way the catalysts work at the molecular may prove essential to speed up the discovery process. The lecture will discuss some of the challenges to catalyst discovery, the associated challenges to science as well as some approaches to molecular level catalyst design. Specific examples will include the (photo-)electrochemical oxygen evolution and hydrogen evolution reactions, carbon dioxide reduction, and biomass transformation reactions.
No video available
- Zhi-Xun Shen, Stanford Institute for Materials & Energy Science (SIMES)
- Sally Benson, Global Climate and Eneregy Project GCEP
- Stacey Bent, TomKat Center for Sustainable Energy
- Jim Sweeney, Precourt Energy Efficiency Center (PEEC)
- Frank Wolak, Program on Energy and Sustainable Development (PESD)
- Larry Goulder, Stanford Environment and Energy Policy Analysis Center (SEEPAC)
Wednesday, October 6, 2010 | 04:15 PM - 05:15 PM | Building 420, Room 40 | Free and Open to All
Franklin M. ("Lynn") Orr, Jr. became the director of the Precourt Institute for Energy at Stanford upon its establishment in 2009. He served as director of the Global Climate and Energy Project from 2002 to 2008. Orr was the Chester Naramore Dean of the School of Earth Sciences at Stanford University from 1994 to 2002. He has been a member of the Stanford faculty since 1985 and holds the Keleen and Carlton Beal Chair of Petroleum Engineering in the Department of Energy Resources Engineering, and is a Senior Fellow at the Woods Institute for the Environment. His research activities focus on how complex fluid mixtures flow in the porous rocks in the Earth's crust, the design of gas injection processes for enhanced oil recovery, and CO2 storage in subsurface formations. Orr is a member of the National Academy of Engineering. He serves as vice chair of the board of directors of the Monterey Bay Aquarium Research Institute, and he chairs the Science Advisory Committee for the David and Lucile Packard Foundation and was a foundation board member from 1999-2008.
Joe Paluska, Vice President of Communications, Better Place
Wednesday, May 12, 2010 | 04:15 PM - 05:15 PM | Building 420, Room 40 | Free and Open to All
In the last two years, the world has seen an unprecedented momentum toward electric vehicles. Leadership by governments committed to electrification, together with the right economics and policy, is catalyzing a race in the global automotive industry toward electrification. While primary motivations for countries leading on electrification differ form oil dependence to developing globally dominant automotive industries to zero-emission transportation and integration of renewable generation, the answer is the same. Electrification enables all of these benefits, if it is done at scale. Yet even as China, Europe and other markets surge forward with electric vehicles, the US lags behind. This session will explore the global momentum for electrification, the barriers and opportunities to mass adoption of electric vehicles, and the lessons for the US on the economics and policy of EV’s.
Wednesday, April 14, 2010 | 04:15 PM - 05:15 PM | Building 420, Room 40 | Free and Open to All
Consumer Response to Plug-in Electric Vehicles
We are in historic times for the auto industry, along many dimensions, from the expanding of car ownership in developing nations, to the peaking of oil, and to the challenges of climate change. In the past, automobile products have changed slowly compared to other “tech” markets. Today, most automobiles are in many basic ways much like vehicles of the past few decades. A few clean and efficient vehicles are having successes in the market and bigger technological changes seem to loom ahead; in particular, in the next few years, automobile makers will attempt to commercialize electric and plug-in hybrid vehicles around the world. Are these products that only a few engineers, enthusiasts and devoted environmentalists want or are these products that will transform the auto industry, embraced by the wide consumer market? For 20 years, researchers at UC Davis have been probing this question, surveying and interviewing car owners about their fuel use, actual or potential use of green cars, alternative fuels, want for small urban or neighborhood cars and electric drive vehicles in particular. UCD researchers have studied consumer response to the basic practical issues, such as purchase costs, operating costs, the constraints of vehicle range, the use of charging stations as well as more cultural arenas such as the development of new symbols, values, the role of information in car owner’s social networks, environmental concepts, efficient driving practices, and the use of energy feedback instruments. Dr. Turrentine reviews the relevant lessons he and his research team at UC Davis have learned in the past 20 years about the electrification of transportation and shares recent findings from his work with BMW in the MINI E program and from the 70 Northern California Automobile Association households who have participated in the PH&EV center PRIUS PHEV conversion program.
Part 2 of a 4 part mini-series on electric vehicles
Showcase of electric and fuel cell vehicles. During the Showcase from 4:15 to 5:45, groups will rotate through stations to hear from each vehicle representative. Please arrive on time. At 5:45 a reception will begin adjacent to the cars, in the parking structure. Vehicles provided by:
Wednesday, April 7, 2010 | 04:15 PM - 05:45 PM | | Free and Open to All
Please Note: LOCATION CHANGE
The location for the Energy Seminar will move this week to the lower level of Parking Structure 2, corner of Via Ortega and Panama Ave. The street address of the Yang and Yamazaki Environment and Energy Building is 473 Via Ortega and the parking structure is just across the street. To access a searchable map and directions to campus, please refer to Campus Maps on the Stanford website.
Wednesday, March 31, 2010 | 04:15 PM - 05:15 PM | Building 420, Room 40 | Free and Open to All
Electrification of transportation has been in the making for over 100 years. Clearly, today, there is a high degree of interest in the three E's - environment, economy, and energy. At Ford we want to make sure we are doing our part. The biggest impact we can make is ensuring the vehicles we produce are delivering the best possible value to our customers including not only their quality, safety, reliability and features, functions and connectivity, but also ensuring that their energy efficiency is best in class and reason to buy. On this last point, keys for success are vehicle and fuel delivery technologies with the capability and costs to meet customer needs affordably while at the same time delivering a sustainable business for all involved in the value chain. At Ford Motor Company, we view electrified transportation as including full hybrids, plug-in hybrids and full battery electric vehicles - vehicles that directly displace oil with use of electricity and can be propelled for some distance and usable speed down the road entirely in electric drive mode. This session shall explore Ford's approach to making electrification a growing and sustainable part of the vehicle fleet including the technologies, challenges, and enablers.