Clean vehicle

A clean vehicle is a vehicle producing little or not polluting emissions when the vehicle is stationary or moving. The concept even of vehicle clean is disputed because except the vehicles with animal or human haulage, the vehicles produce for the majority of the emissions in the atmosphere such as Gaz with greenhouse effect (mainly the Carbon dioxide), the particles (soot), the Hydrocarbure S, the Carbon monoxide and Nox. They can moreover, like in the case of the electric vehicles, to pose serious problems of recycling, and the energy die which feeds them can remain polluting. The concept of vehicle clean is thus relative : certain vehicles are cleaner than others, but none is clean in the absolute. This concept of clean vehicle is also associated with the " Surface transport avancé" (TTA).

The concept of advanced surface transport is based on the concept of transport durable and relates to the research, the development, the demonstration, the manufacture and the integration of innovating technologies in the field of transport which makes it possible to improve energy efficiency of the vehicles, to decrease the road congestion, to reduce the polluting emissions and gases to greenhouse effect, thus contributing to the improvement of quality of life. The advanced surface transport applies in particular to:

• means of terrestrial transport being used for displacements of the people and the goods (individual and collective) which are famous more effective on the energetics plans and environmental;

new
• infrastructures and equipment and innovators (ways reserved for public transport, inciting parkings, infrastructures of refill, information systems, etc);
• practical of management of transport more powerful (integrated planning of transport and town and country planning, management of displacements, management of circulation, inter method, intelligent program-employer, covoiturage, transport systems, ecologisation of the vehicle fleets, cars in self-service, etc).
• regulations progressists which take account of the safety of the users, of the requirements of circulation, the division of the public highway and the environmental considerations. (Source and contact: CEVEQ and Forum TRANSFERRED)

History

Transport is an important source of Pollution. The motor vehicles, massively developed and diffused during XX^e century, were indeed designed:

• before the Oil crisis of 1973 on criteria of performances, comfort, and cost (of purchase and, to a lesser extent, operation)
• after this date, by adding an objective of low fuel consumption to it.

If the turn of 1973 went in the direction of the effectiveness, it did not take into account the question of the harmful emissions. This one will be approached only towards the end of the Années 1970 with the containing hydrocarbon first without lead in California.

Problems around the clean vehicles

Pollution and greenhouse effect

Among the environmental problems posed by the Transport S two are distinguished particularly:

• the Pollution which consists of a question of immediate Public health, the conventional engines slacken directly toxic products which end up presenting a dangerous concentration downtown.
• the Gas with greenhouse effect, with essentially in transport the CO₂, which does not have direct toxicity but which is responsible for the Climate warming to the planetary scales, which lets fear an ecological catastrophe of very great medium-term width.

The clean concept of vehicle often recovers these two questions whose treatment is not necessarily compatible. Confusion is sometimes maintained by certain actors the branch who can thus communicate on environmental progress which treats only part of the phenomenon.

Clean vehicles and mobility

At the end of the 20th century, the emission standards strongly hardened, with in particular the introduction of the European standards of emission Euro, the manufacturers were thus incited to reduce the emissions of poisons and pollutants of the vehicles. Moreover, the taking into account of the whole of the die highlighted the importance of the Carburant S.

But in same time, the car fleet and the number of traversed kilometers increase and the increasing weight and the air-conditioning of the modern vehicles neutralize the profits of consumption carried out thanks to the improvement of the engines. The question of Pollution by transport can be attacked by creating clean vehicles, but also by considering a major reorganization of transport, not inevitably more expensive. For example at the rush hours, these are 21.000 vehicles which make quasi balance on the 35 km of the Parisian peripheral, which represents a capital immobilized of approximately 210 million euros like 4.525.000 hours X man lost per annum.

An US president emitted this joke besides: We know to effectively transport three people out of 340.000 km, but not 340.000 people out of 3 km .

Clean vehicle and energy die

The vehicles can be clean but necessarily do not function with a Carburant resulting from an energy die which is it. For memory, the current energy expenditure of the Automobile in France is equivalent to its electric energy expenditure.

If the electricity is used for the car or to create vector of energy (Hydrogène, compressed air), that could in the worst of the cases mean of current French nuclear capacity quasi doubly, or the generation of the equivalent of the nuclear capacity using coal centres, or resulting from a fuel like the Pétrole. For this reason, some consider that the clean term of vehicle is usurped, or that at the very least the clean vehicles do not solve anything since their use amounts moving the problem of pollution.

Others advance that it is easier “to clean” an energy die of production than of the million individual vehicles. The clean vehicles would leave in any event the Pollution the cities.

This argument neglects the fact however that the consumption of electricity associated with the use of the electric vehicles can very naturally be done apart from the peak periods of use of the network, that is to say by reloading the batteries the night or while benefitting from the surplus production capacity of the network for the hollow periods to create vectors of energy (Hydrogène, compressed air). That would cause to better distribute and optimize the current capacity of the network which is dimentionné for the peak periods.

The Biocarburant S

One calls thus Carburant S produced (at least partly) biologically. The Brésil uses the biomass (canes with sugar transformed into ethanol) like automobile fuel. The ethanol and the plant oils and the Biodiesel are used in transport, the Méthane (or Biogaz) resulting from the fermentation of waste is generally intended for the electrical production and to heat buildings. Its use to propel a vehicle, comparable with that of the GNV (which is generally a product of fossil origin, like the Gazole), still remains very marginal.

Principal the Biocarburant S is:

• the ethanol, which can be incorporated directly in the gasolines, or to be used pure with the help of some adaptations,
• the plant oils, which the diesel engine (very tolerant and imagined in the beginning to function thus) can consume directly or mixes some (cf Plant oil carburizing),
• the “Diester” (R), Ester of plant oils, also called Biodiesel
• ETBE, (Ethyl Tertio Butyl Ether) obtained by reaction of the ethanol and Isobutène, coproduit surplus of oil industry, and thus particularly interesting for oil industry,
• the MTBE (methyl Thirdly Butyl Ether), cousin of the ETBE containing methanol, even more interesting for oil industry because it produces also methanol. Unfortunately the MTBE is very toxic, and was very quickly and very largely prohibited.

The use of the Biocarburant S is particularly interesting from the point of view of the production of CO₂ and the greenhouse effect which it implies. The carbon of the Biocarburant S comes from the atmosphere and does nothing but turn over from where it comes at the time of its Combustion whereas the fossil fuels release in the atmosphere of the carbon initially stored under ground.

In France, the way in which one envisages the integration of Biocarburant S will not be able to constitute a comprehensive solution with the energy problems posed by the practices of use of the current car fleet. Indeed, to privilege industrial dies centralized often implies the recourse to the Intensive agriculture, transport through the whole of the territory of the refined products, etc from where assessments ecological, energy and economic often disappointing, sometimes higher than that of the Carburant S tankers (what is prone to controversy). Moreover, the surface of the arable lands of the country will not be enough to feed in Carburant the current car fleet such as it is used.

However, it is important not to be limited to the Biocarburant S industrialized and centralized, bus of the more durable and more viable solutions economically, ecologically and énergétiquement exist around a Agriculture of proximity having exceeded its only food interest in the company. But even there, one must provide Engrais, methods of control of the insects, the diseases and the parasites of the plants in addition to energy for the culture; the whole which can bring pollution and Gas to greenhouse effect according to the source of the Input S.

LPG

The LPG (Petroleum gas liquefied) used in transport is a mixture of Butane (C₄H₁₀) and of Propane (C₃H₈). It reduces by 25% the emission of CO₂ in comparison with a traditional engine gasoline, produces only very little Nox and no particle contrary to the engine gasoline or worse diesel (even equipped with filter). It remains for the moment the fossil fuel more " propre".

The GNV

The GNV (Natural gas for vehicle), is composed of 90% of Méthane (CH₄). Its combustion produces neither sulfur oxide, neither Plomb, neither dust, nor black smoke and little oxide of nitrogen and carbon monoxide. It is also a product of the oil companies, which do not lose anything to substitute it for the gasoline or the gas oil. The Biogaz being him also Méthane could perfectly be used in the place of the GNV but the filères of production are lacking to use it in transport.

Characteristics of the GNV in transport

It is primarily used for the Autobus (in France a new bus on three runs with the GNV) and to a lesser extent for the garbage dumpsters. The use of the GNV is rather widespread with more 4 million vehicles in the world, in Argentina and Italy in particular. The engines with the GNV present environmental good performances, the emissions of harmful substances are particularly weak except for the emissions of volatile organic compounds which are higher than those of the diesel. The emissions of CO₂ are appreciably lower but remain however rather close about it. Let us note that the GNV as the LPG could see their performances improving considerably with an engine specifically designed for these fuels.

In addition to this direct reduction of the polluting emissions, the distribution of the GNV involves other reductions. Whereas the traditional stations must be fed regularly by road way what involves the obstruction of the cities and thus means even more pollution, a station natural gas is directly connected to the distribution network GDF.

However, methane composing 90% of the GNV is also powerful a Gaz with greenhouse effect with short life considered as being 63 times more harmful over 20 years than CO₂. It would thus be necessary, to take the measurement of the contribution of the GNV to the increase in the greenhouse effect, to take into account all the die, of the extraction to combustion and to enter the leak rates. It is thus possible that in term of greenhouse effect and the state of the art and the die, the GNV presents performances lower than the gas oil.

World reserves of GNV more abundant and are concentrated than those of oil what ensures a price and a more stable provisioning. The price of the GNV is moreover lower than that of the gas oil.

Technical advantages and disadvantages

The main reasons to choose the buses with gas are:

• less polluting, the buses with the GNV as quieter as the others are drunk (- 5 to -8 decibels).
• the GNV also reduces the vibrations of the vehicles, thus improving comfort of the passengers and the drivers.
• the GNV is excellent for the lifespan of the engine which presents a particularly flexible operation which reduces the wear of the vehicles.
• the GNV starts at all the temperatures without overconsumption when it turns cold.

The buses with an adapted motorization have tanks in roof inflated with 200 bars which offer an autonomy of 400 km to them.

• the GNV is lighter than the air, in the event of escape, the dispersion of gas is done without difficulties safe in the closed or badly broken down mediums. The GNV is difficult to ignite (540 °C against 235 °C for the gas oil). The principal risk is with the high pressures (> 200 bar) of the reserve of the vehicle and station of emplissage contrary to the LPG which is stored between 2 and 10 bar.

The current engines with the GNV use the Cycle of Beautiful of Rochas and not the cycle Diesel, which is unfavourable for them in term of output, therefore in term of emission of CO₂.

The nitrogen car

Carlos Ordonez, professor of physics at the university of Texas of North (Denton, the United States), designed a car propelled by liquid nitrogen, which is converted into gas by the heat of the ambient air. In CoolCar, the nitrogen become gas actuates an engine with air which propels the car. For the moment, the existing prototype reaches a maximum speed of 70 km/h. Its reserve of 180 liters enables him to traverse only one about thirty kilometers.

Other favors, the cycle of production of fuel much less pollutant that others: the factories will manufacture nitrogen liquidates directly with the ambient air. As for the competition of the electric car, the harmful effects due to the lead-acid batteries put this one except race. In addition, it will take only a few minutes to fill the tank with the vehicle with air instead of several hours to reload the electric batteries.

How does it go?

The nitrogen is stored in a cryogenic tank composed of two envelopes separated by vacuum. By thus avoiding any heat transfer between the interior and the outside of the tank, the nitrogen remains in the liquid state, -125 °C.

To actuate the engine, the tank is equipped with an electric pump which puts nitrogen under pressure (between 30 and 40 bars) and sends it towards the exchanger. While passing in the exchanger, a pipe on which a ventilator ambient air blast, the nitrogen is heated and become gas. Consequently, the pressure of nitrogen inside the exchanger is sufficient to generate a force able to actuate the piston inside the cylinder. Pushed upwards by the expansion of gas, the piston - by the means of a crankshaft - transmits a rotation movement to the driveshaft which makes turn the wheels.

• LN 2000 (English)
• CoolCar (English)

Which future?

As for the whole of the projects of motor vehicle compressed-air, the energy assessment and environmental is not inevitably better than that of the traditional car, because the liquefaction of nitrogen requires much energy. The theoretical yield cannot exceed 50%, whatever the technology employed, for thermodynamic reasons. On the other hand, viellissement of the battery does not exist either.

Compressed air

to see Driving compressed-air

The company MDI remains most advanced as regards compressed-air vehicle. It has developed for 10 years the idea of a vehicle whose engine functions thanks to the compressed air contained in bottles with high pressure. To the Canada, the Association for Promotion and the Uses of Quasiturbine assembled a Quasiturbine in a small car but their project remains very summary. In the future, they plan to advance their vehicle with nitrogen.

To also note a newcomer in this sector K' Airmobiles, proposing compressed-air ecological vehicles. To date two prototypes of vehicles with pneumatic assistance could be realized and the persons in charge now seek to give each other the means of developing several projects of urban vehicles or leisure entirely with pneumatic propulsion.

Announced very often, the compressed-air vehicles remain for the moment of the prototypes which could not be evaluated independently of the tests of the manufacturer. Of original design, they announce an autonomy of about 200 km and a top speed of 110km/h.

One can consider these cars as electric vehicles for which the compressed air is a vector of an electrical energy currently produced by nuclear plants and thermo plants.

This type of vehicles much less powerful than the thermal vehicles is light and has primarily urban ambitions. The rusticity of the technology implemented is tempting, the media thus speak regularly about this project but of many specialists are more than skeptics on the announced performances. The many delays and the absences of tests do not support confidence, even if the problem of veillissement of the batteries is solved.

Electric vehicles

The electric vehicles generally function on batteries. The first models equipped with lead-acid batteries suffer from a weak autonomy, new technologies of batteries becoming ripe, (Ni-Cd/Nor-Mh/Li-ion) it exists perhaps a future for the electric vehicle, if the problems of veillissement and the recycling of the batteries are solved. Since the end of 1995 the group PSA and groups it Renault propose with the sale electric vehicles equipped with batteries Ni-Cd, allowing an autonomy from 75 to 100 km per load, and great innovation compared to lead, the possibility of carrying out fast loads, making it possible to carry out a load with 80% of the capacity in less than 20 minutes. Unfortunately weak autonomy, and the disengagement of the State on the volume of ordered vehicles, could not allow an important production, and of this fact marketing was abandoned in 2003, for the particular vehicles type Peugeot 106, Citroen Saxo and Renault Kangoo, and 2005 for the commercial vehicles type Citroen Berlingo and Peugeot Partner.

Since 2006, thanks to company NEWTEON, of the electric commercial vehicles are the new available ones on the market: FIAT Doblò, Iveco Daily (also exists in hybrid version), Piaggio Porter, Isuzu 3,5T and Ydea. Equip with batteries to lithium phosphates and of technology Microphone-Vett (Italian company currently first manufacturer of electric vehicles in production), these vehicles are supported by the ADEME. NEWTEON is sole distributer of the products Microphone-Vett in France, in Monaco and in Norway as well as light freight vehicles (VTL) electric Piaggio in France and in Monaco. The FIAT Doblò was developed during 2 years to currently become today the electric commercial vehicle more led and most powerful on the market: a maximum speed 120km/h, an autonomy of 150km at a cost of 1,40€/100km. The refill is carried out into 7 with 8:00 (4h with the option of fast refill).

In 2008-2009, new vehicles with a new generation of batteries will be marketed with the model CLEANOVA II of the company SVE and the model Blue Car of the Bolloré group (still in the search of a manufacturer). According to the estimates of SVE, this one would reach the 125km \ H out of top speed and passes from 0 to 60 in 6,3 seconds. The battery has an autonomy of 200 km and is reloaded completely in 6 hours (2 hours for a refill with 50%). The batteries have a wear and an important ageing, and their manufacture and their discharge (they are not very which can be recycled) pollute. But the advantage of the electric car (in addition to the absence of petrol consumption) is its lifespan. Repairs are not very frequent (not gear box, less belt, engine having lasted one of life of 1000000 of km). Moreover it are less noisy.

Hybrid vehicles

See also: Amorce=Voir also the article, Automobile hybrid

The hybrid vehicles constitute an intermediate solution between the conventional vehicles and the electric vehicles. Their design can however betray a radically different philosophy.

The concept is to make function the thermal engine with a load slightly higher than necessary, and use this surplus of mechanical energy to charge a battery. The output of the quickly increasing engine with weak load, this surplus of energy is almost free.

This is true for the engines “gasoline”, the diesel engines are much less prone to variation of output according to the load.

Toyota with the Prius and more recently Prius 2 made the choice build a vehicle equipped with a thermal engine and a mechanical drive supported by an electrical motor, in particular for startings. It is about a functional vehicle intended to return in direct competition with the conventional vehicles. Prius in the beginning reloads its batteries only by the action of its thermal engine or by braking; since 2006, " kits" are marketed allowing to increase the autonomous operation on battery, by proposing an external charger, and an additional battery, which supplements the battery of origin, and authorizes a refill on sector. It is characterized by a consumption twice lower than that from the equivalent cars. The search for economy is very thorough there, thus at the time of the stop the liquid of cooling is sent in an isolated container, at the time of the departure it is given again with the engine in order to limit the duration of faulty thermal operation because the output of a thermal engine is weaker at low temperature than at the normal temperature of operation. The instrument panel makes it possible to follow instantaneous consumption, one can thus note a consumption of about 10 l/100km in the first 5 minutes then about 5 l/100 in the 5 following minutes. Prius can be more economic downtown than on road, the thermal engine stops as soon as one has not accelerated any more for a few seconds. There is no traditional starter, the car starts with the electrical motor then the thermal engine couples, this automatically completely transparent manner, it is what makes it possible the computer to cut the thermal engine any time even for a few seconds without damage for mechanics. The swing of electrical motor (in supplement of the thermal engine) to operation out of generator (stop of the support on the braking or accelerator pedal) is made very quickly it is not rare that several swings are made successively in a few seconds. The power consumption is thus completely thermal origin (gasoline consumed by the engine), the generating function makes it possible to recover the energy lost with braking and to avoid the wasting with the stop. It is what explains the energy performance of this car but this is accompanied by a multitude of details which go from aerodynamic quality to a tank to gasoline conceived so that there is no surface of evaporation what involves a profit from 1 to 2% on consumption.

On the other hand, the Elect' road of Renault is an electric vehicle which is reloaded by a socket-outlet and equipped with a “extension cable of autonomy” made up of an engine gasoline of 500 cm ³ intended to function only 5% of time. This vehicle was marketed with very few specimens, and manufacture was stopped in 2004. Announced autonomy is of 150 km in urban cycle.

Dassault in co-operation with Heuliez within the SVE (Company of the Electric vehicles) announces for 2006 a hybrid monospace created on the basis of a Kangoo of Renault named Cleanova II also been driven to him by an engine of 500 cm ³, equipped with batteries technology lithium-ion posting an autonomy of 200 km in urban cycle and up to 500 km at the speed of 90 km/h. This Vehicle in test currently near the Station and EDF will be proposed with the companies in 2007, then with the private individuals in 2008. Two models will be proposed, one without extension cable of autonomy and the other with additional thermal engine as described above. In April 2007, La Poste launched an invitation to tender for a first delivery of five hundred vehicles. Within five years, ten thousand cars could be concerned.

More prosaically, the engineering services of many urban communities have been equipped for several years with truck-dustbins functioning in hybrid logic.

Combustible battery vehicles

Hydrogen and combustible battery

To choose an alternative energy source with oil answers the double requirement of the pollution and the announced rarefaction of fossil energies. The application of this new energy source to transport adds a requirement of dimension and safety. The combustible battery functioning starting from the Hydrogène seems to constitute the privileged track of the public authorities for the future, in Europe but also everywhere else in the world.

A Combustible battery is an apparatus producing an electric current starting from a chemical reaction, generally between the Hydrogène and the Oxygène contained in the air. The operation of such a pile is particularly clean since it produces only Eau. The combustible batteries are very expensive today, in particular because they require considerable quantities of Platine.

Hydrogen necessary to the operation of the combustible batteries can also be used in an internal combustion engine conventional but it is considered more effective to use it as means of storage of energy than like fuel. However, hydrogen is particularly difficult to store, all the tanks being porous compared to this Molécule. To limit the escapes and the problems, it is necessary to proceed to a chemical bond (for example in Méthane or with metal hydrides) and to release the Hydrogène right before use.

In October 2005, Amnon Yogev former professor of the Weizmann institute announces to have found a method to produce a flow of Hydrogène starting from water by using Magnésium or Aluminum of water. The system yet was not shown with the public and seems relatively heavy (100 kg). However if this new method is confirmed, it could make it possible to avoid the problems involved in the storage of hydrogen.

Ecological assessment of hydrogen

If the cleanliness of the combustible batteries is exemplary, the production of hydrogen necessary to their operation is as for it more problematic. There exist currently two possibilities to produce hydrogen, one consists to extract it from the Gaz or the coal (technical development by the ENEL in Pisa), the other to electrolyze water.

The first method produces CO and thus contributes to the greenhouse effect, unless capturing this Carbone.

The second method requires electricity whose production should not itself produce CO. One thinks in particular of renewable energies which would find in hydrogen a means of storing their necessarily irregular energy production. Several projects thus were born, Japan considers an offshore oil rig station carrying a giant wind mill, a Spanish system converts the movement of the waves into energy, a solar tower of one kilometer in Australia east in project. Harry Braun of “Hydrogen Political Action Committee” estimates that one would need 12 million wind mills of one megawatt to ensure the production, by the Hydrogène, of the energy consumption of the the United States.

Recent research of the Californian Institute of Technology shows that the hydrogen released in the air should have a particularly harmful effect on ozone the Couche, other research teams put forward less catastrophic results, the question remains in debate. There exists however fear that simple inevitable escapes in a distribution network of the Hydrogène do not have disastrous consequences on the environment.

A third solution would benefit from the projects of Nuclear plant at high operating temperature which would make it possible to generate hydrogen directly. These power stations are called by their type of engine: Engine High Temperature and would use Hélium like coolant and of the Graphite to diffuse heat. The dissociation of the Eau in its components is done naturally with high temperature.

Innovating energy policies

The European commission of research on energy takes positions particularly marked in favor of the Hydrogène and the combustible batteries. Project CUTE introducing of the Autobus to the Hydrogène into 9 Européennes cities is right now moving.

In the tread, PSA also put on this duet. It plans in the medium term to produce electric hybrid vehicles receiving a Combustible battery like complementary energy source. It then plans to pass by 2010-2020 to vehicles whose primary source will be a combustible battery equipped with a reformer producing hydrogen starting from the Bioéthanol or from gasoline of synthesis. As from 2020, considering that the distribution systems of the Hydrogène will be in place, PSA projects to build vehicles functioning thanks to a Combustible battery supplied with the only embarked reserves of Hydrogène.

Japan, world leader of the vehicles with Combustible battery, mark also a very strong will in clean transport and more particularly for the use of hydrogen. The Japanese policy, very points some, is resolutely turned towards the action, the hybrid vehicles with gasoline being already largely favoured. Japan on an experimental basis sets up stations of distribution of hydrogen for a fleet of vehicles equipped with combustible batteries at the test. Automobile Japan Research Institute and Japan Electric Vehicule Association jointly work to produce a proposal for a standard on the purity of hydrogen like fuel for the vehicles propelled by a combustible battery.

The United States undertakes research equivalent to through in particular program freedom BECAUSE, Cooperative Automotive Research aiming at building hydrogen vehicles/combustible battery. Canada is also distinguished with an research institute on hydrogen and from the tests life size in Vancouver. Canada and its hydroelectric production capacity are particularly well placed to make clean hydrogen.

A cooperation agreement between the European Union and the United States on the technology of the combustible batteries has just been signed, thus showing their measure of agreement on the future of energy in transport.

An economy of hydrogen

to see hydrogen Economy

Hydrogen is not an energy source (hydrogen in its H₂ form is not in nature), it is only one vector, a means of transporting energy which should be produced, for example via the nuclear power, the fuels fossil or renewable energies.

The idea of transition from an economy of oil towards an economy of hydrogen is a recurrent theme. A so massive choice for technologies still under development indeed implies important modifications of the diagram of distribution.

Admittedly the energy utilization renewable gives access the energy independence and the choice of hydrogen as average of storage allows to benefit from this source to the erratic production.

Critical

Jeremy Rifkin, author of “the hydrogen economy”, makes a particularly interesting remark on this energy source. Its production is not dependant any more on certain areas of the world. It can be scattered, decentralized, produced locally, which would be then a radical change in economic term of operation which requires a serious adaptation on behalf of the giants of energy.

A danger comes from the smoothness of the hydrogen molecule: it is so fine that it passes through all the tanks. In an economy " hydrogen " gas, 10 percent of hydrogen would be thus lost.

Tax incentives

France

In France, the law grants a tax credit to a series of vehicles which she regards as clean provided that it acts:

• of a terrestrial engine motor vehicle
• whose control requires the possession of a driving license
• which functions with the Petroleum gas liquefied (LPG), exclusively or not.
• which is an hybrid electrical energy and conventional fossil fuel (gasoline or with gas oil).
• which functions with the natural gas conveys (GNV) exclusively or not

The only legal definition seems however quite insufficient and remains disputed. The " term; convey propre" thus recover realities and disparate problems but does not remain less used about it.

See too

• Transport | Vehicle
• Oil | Renewable energy | TGAP
• Ecology | Sustainable development
• Bicycle

External bonds

• K' Airmobiles - the ecological vehicles compressed-air
• CEVEQ, the Center of experimentation of the electric vehicles of Quebec
• EMC-MEC, Electric Mobility Canada
• Report/ratio of work, Interdepartmental Commission Conveys Clean and Sparing
• Définition and implications of the concept of clean car
• AVEM - Association of promotion and information on the electric vehicles
• the magazine of the vehicles and clean energies
• the specialist in the ecological car. Information & ideas. Electric, hybrid, with combustible battery; H2 and biocarburants.
• Clean@uto - the site on clean transport of Biosfera

Random links:

Mark Malloch Brown | Spotted of Aravis | Commandery of Vaour | María Damanáki | Fasciolose | Sortilège_(jeu_de_société)