26 MONTEREY COUNTY WEEKLY may 11-17, 2023 www.montereycountyweekly.comwww.montereycountyweekly.com instance, the potential harm from the creation of carbon fiber components, the use of electricity by racetrack ticket offices, even missed opportunities such as lack of composting by facilities. Researchers refer to these as zones 1 (direct), 2 and 3 (indirect). IndyCar recently partnered with the waste disposal firm WM for a study of pollutants created by the race series. “We are looking at all three zones so we understand the totality of our footprint,” Sibla explains. “We’re focused on what our baseline is and how we go about negating it. It’s very much measurable.” In establishing a goal of net zero by 2030, Formula 1 completed a study of their zones 1, 2 and 3 carbon footprint in 2018. It found that emissions from their race cars during all 21 grand prix weekends, as well as on-track test sessions, accounted for just 0.7 percent of the total. The biggest culprits were less visible aspects of the sport. Logistics—the freighting of cars and equipment to circuits around the world—made up 45 percent of all Formula 1 emissions, business travel was 27.7 percent and factories producing the parts and tires 19.3 percent. The remainder—7.3 percent—came from event operations. Included in this were anything from VIP clubs at various tracks to the use of generators. In all, the 2018 Formula 1 schedule contributed 256,551 tons of CO2 to the atmosphere. By comparison, the burning of fossil fuels in the U.S. alone added 4.6 billion tons, according to the Congressional Budget Office citing 2021 data. When members of the Department of Energy, Environmental Protection Agency and Society of Automotive Engineers International met in 2006 to discuss criteria for what would become the Green Racing Protocols laid out in 2008—IMSA became an early adopter and has partnered with the EPA and SAE for the past 15 years—focus was directed toward the development of renewable fuels that could also be used in road vehicles, where the contribution to CO2 and particulate reduction would be enormous. That remains the goal of the Green Racing Initiative, and the program has seen successful. According to EPA data, for example, cellulosic E85—composed of 85-percent ethanol and 15-percent gasoline, and in use for more than a decade— reduces both greenhouse gas output (by 65 percent) and petroleum use (by 62 percent) for teams using the fuel. As these continue to develop, attention is turning toward savings to be found in zones 2 and 3. IMSA’s racing command center—where series officials monitor track incidents and radio traffic—is completely solar powered. Doonan foresees a time in the near future when the series’ entire fleet of trailers draws power from the sun. At the Indianapolis 500, IndyCar deployed eCascadia trucks—all electric—to bring race tires to the track. “Those are little things,” Sibla notes. “But all those little things add up.” In 2002, the Mercedes Formula 1 team performed a trial of biofuel, running its 16 transporters on hydrotreated vegetable oil on a swing through three European races. According to the team, use of the biofuel cut CO2 emissions for the trips by 89 percent. Race sanctioning bodies are turning to companies with expertise in waste reduction, such as WM and Safety Kleen. The latter recycles fluids used in vehicles. The McLaren Formula 1 team developed a racing seat—which must meet impact standards—from a renewable plant-based composite. The team reports an 85-percent reduction in CO2 compared to carbon fiber. “I think the expectation is that something needs to be done,” Sims says. “We just need more renewables, more carbon-neutral solutions.” Currently, EV competitions are the only forms of racing to achieve zero emissions on track. The auto industry and governments— from California to the European Union—have invested in the future of battery-powered road vehicles. But many in the racing world, as well as some manufacturers, remain skeptical that battery power will ever adapt to race formats. In the first iteration of Formula E, teams prepared two vehicles for each event, and drivers swapped cars midway through the contest in order to make short race distances—putting the limitations of battery longevity on full display. Battery output has improved, but the races are still shorter and slower than traditional formats. Still, Formula E, Extreme E and MotoE World Cup and the other EV competitions are a boon for manufacturers. “Outright performance is easy for an electric car, but longevity and efficiency are important,” Sims says. The cars are extremely different—“too much to go into detail. You have a lot of software components you need to understand and manage during a race.” The format of each event, as well as the technology involved, is intended to benefit the development of passenger EVs in terms of efficiency. And Sims points out that, as things stand, electric competition must be suited to the limits of the batteries, not the other way around. So the goal of many sanctioning bodies and manufacturers is to achieve carbon neutrality without losing the soul of the sport. “Racing is smell, racing is noise, racing is speed,” Rahal says. “But we can still be responsible.” Biofuels and hybrid engines that can be adapted to street vehicles are considered a logical first step. Where this leads, however, remains uncertain. “I believe the next generation will have some sort of engine,” Fu explains. “What should we prepare for? We’re preparing for all of them.” One exciting possibility is hydrogen power. Like battery power, the fuel emits no greenhouse gases. And, like batteries, production of the source is not without environmental impact. Overcoming this, as well as the difficulty of storing hydrogen, are ongoing battles. Yet Toyota and Honda have been developing hydrogen technology for decades. A few hydrogen fuel cell vehicles are on the road in the U.S., and hydrogen-powered race cars have been tested with modest success—as well as a fire that sent Toyota engineers back to the lab. Hydrogen can be used in fuel cells to generate electricity to power vehicles or as a gas to burn in internal combustion. According to Fu, Honda is more committed to fuel cell technology. “It’s the ultimate solution,” Rahal says of hydrogen. “It ticks all the boxes.” But that may be the distant future of racing. In the near term, hybrid power units like those in IMSA’s GTP class race cars represent the most feasible way forward. “Just looking at what IMSA and IndyCar are doing, it’s a recognition that this is where we’re going,” Fu says. “I don’t think there are choices in the matter—not just for motorsports, for any sport.” RAce and practice Schedule IMSA Motul Course de Monterey Powered by Hyundai N Friday, May 12 8:30am-3:45pm • Practice sessions for support series races (Mazda N=MX-5, Lamborghini Trofeo and Michelin Pilot Challenge) 4:05-5:35pm • IMSA WeatherTech Championship practice Saturday, May 13 8am • Support series qualifying begins 11:50am • Mazda MX-5 race #1 12:55-2:05pm • IMSA WeatherTech Championship qualifying 2:20pm • Lamborghini Trofeo race #1 4:30pm • Michelin Pilot Challenge race Sunday, May 14 8:35am • Mazda MX-5 race #2 9:40am • Lamborghini Trofeo race #2 12:10-2:50pm • IMSA WeatherTech Championship race Tickets $90-$115; $10/Friday; free/children 15 and under with paid adult. WeatherTech Raceway Laguna Seca, 1021 Highway 68, Salinas. 242-8200, weathertechraceway.com. IndyCar has established a department focused on reducing its environmental impact. "What is exciting is that we're able to take technology and apply it to sustainability," says IndyCar chief of staff Mark Sibla. Here, a car runs at Barber Motorsports Park in Alabama. Joe Skibinski
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