The Virginia Alternative Fuels Fleet Vehicle Incentive
Total Page：16
File Type：pdf, Size：1020Kb
Load more
Recommended publications
-
Vehicle Conversions, Retrofits, and Repowers ALTERNATIVE FUEL VEHICLE CONVERSIONS, RETROFITS, and REPOWERS
What Fleets Need to Know About Alternative Fuel Vehicle Conversions, Retrofits, and Repowers ALTERNATIVE FUEL VEHICLE CONVERSIONS, RETROFITS, AND REPOWERS Acknowledgments This work was supported by the U.S. Department of Energy (DOE) under Contract No. DE-AC36-08GO28308 with Alliance for Sustainable Energy, LLC, the Manager and Operator of the National Renewable Energy Laboratory. This work was made possible through funding provided by National Clean Cities Program Director and DOE Vehicle Technologies Office Deployment Manager Dennis Smith. This publication is part of a series. For other lessons learned from the Clean Cities American Recovery and Reinvestment (ARRA) projects, please refer to the following publications: • American Recovery and Reinvestment Act – Clean Cities Project Awards (DOE/GO-102016-4855 - August 2016) • Designing a Successful Transportation Project – Lessons Learned from the Clean Cities American Recovery and Reinvestment Projects (DOE/GO-102017-4955 - September 2017) Authors Kay Kelly and John Gonzales, National Renewable Energy Laboratory Disclaimer This document is not intended for use as a “how to” guide for individuals or organizations performing a conversion, repower, or retrofit. Instead, it is intended to be used as a guide and resource document for informational purposes only. VEHICLE TECHNOLOGIES OFFICE | cleancities.energy.gov 2 ALTERNATIVE FUEL VEHICLE CONVERSIONS, RETROFITS, AND REPOWERS Table of Contents Introduction ...............................................................................................................................................................5 -
Alternative Fuels, Vehicles & Technologies Feasibility
ALTERNATIVE FUELS, VEHICLES & TECHNOLOGIES FEASIBILITY REPORT Prepared by Eastern Pennsylvania Alliance for Clean Transportation (EP-ACT)With Technical Support provided by: Clean Fuels Ohio (CFO); & Pittsburgh Region Clean Cities (PRCC) Table of Contents Analysis Background: .................................................................................................................................... 3 1.0: Introduction – Fleet Feasibility Analysis: ............................................................................................... 3 2.0: Fleet Management Goals – Scope of Work & Criteria for Analysis: ...................................................... 4 Priority Review Criteria for Analysis: ........................................................................................................ 4 3.0: Key Performance Indicators – Existing Fleet Analysis ............................................................................ 5 4.0: Alternative Fuel Options – Summary Comparisons & Conclusions: ...................................................... 6 4.1: Detailed Propane Autogas Options Analysis: ......................................................................................... 7 Propane Station Estimate ......................................................................................................................... 8 (Station Capacity: 20,000 GGE/Year) ........................................................................................................ 8 5.0: Key Recommended Actions – Conclusion -
Reducing Air Emissions Through Alternative Transportation Strategies
Reducing Air Emissions Through Alternative Transportation Strategies New Jersey Clean Air Council Public Hearing April 8, 2014 Hearing Chair: Sara Bluhm Clean Air Council Chair: Joseph Constance Editor: Melinda Dower NJ CAC 2014 Hearing Report Page | 1 New Jersey Clean Air Council Members Joseph Constance, Chairman Kenneth Thoman,Vice-Chairman Leonard Bielory, M.D. Sara Bluhm Manuel Fuentes-Cotto, P.E. Michael Egenton Mohammad “Ferdows” Ali, Ph.D. Howard Geduldig, Esq. Toby Hanna, P.E. Robert Laumbach, M.D. Pam Mount Richard E. Opiekun, Ph.D. James Requa, Ed.D. Nicky Sheats, Esq., Ph.D. Joseph Spatola, Ph.D. New Jersey Clean Air Council Website http://www.state.nj.us/dep/cleanair NJ CAC 2014 Hearing Report Page | 2 Table of Contents Page I. INTRODUCTION ……………………………………………………………………… 4 II. OVERVIEW ……………………………………………………………………………. 4 III. RECOMMENDATIONS ……………………………………………………….……… 10 IV. SUMMARY OF TESTIMONY† ………………………………………………….…… 14 A. Jim Appleton ………………………………………………..……….…… 14 B. Daniel Birkett ………………………………………………………….… 14 C. Andy Swords ……………………………………….…………………... 14 D. Matt Solomon ……………………………………………………………. 15 E. Julie Becker …………………………………………………..……..…... 16 F. Robert Gibbs, Esq. ………………………………….………………..….. 16 G. William Wells ………………………………………..………………..…. 17 H. Mark Giuffre …………………………………………………………….. 17 I. Jane Kozinski, Asst. Commissioner, NJDEP ……………………………. 18 J. Chuck Feinberg …………………………………………………………. 19 K. Raymond Albrecht, P.E. …………………………………………………. 19 L. Nicky Sheats, Ph.D., Esq.………………………………………………… 20 M. John Iannarelli ……………………………………………………….…. -
Morgan Ellis Climate Policy Analyst and Clean Cities Coordinator DNREC [email protected] 302.739.9053
CLEAN TRANSPORTATION IN DELAWARE WILMAPCO’S OUR TOWN CONFERENCE THE PRESENTATION 1) What are alterative fuels? 2) The Fuels 3) What’s Delaware Doing? WHAT ARE ALTERNATIVE FUELED VEHICLES? • “Vehicles that run on a fuel other than traditional petroleum fuels (i.e. gas and diesel)” • Propane • Natural Gas • Electricity • Biodiesel • Ethanol • Hydrogen THERE’S A FUEL FOR EVERY FLEET! DELAWARE’S ALTERNATIVE FUELS • “Vehicles that run on a fuel other than traditional petroleum fuels (i.e. gas and diesel)” • Propane • Natural Gas • Electricity • Biodiesel • Ethanol • Hydrogen THE FUELS PROPANE • By-Product of Natural Gas • Compressed at high pressure to liquefy • Domestic Fuel Source • Great for: • School Busses • Step Vans • Larger Vans • Mid-Sized Vehicles COMPRESSED NATURAL GAS (CNG) • Predominately Methane • Uses existing pipeline distribution system to deliver gas • Good for: • Heavy-Duty Trucks • Passenger cars • School Buses • Waste Management Trucks • DNREC trucks PROPANE AND CNG INFRASTRUCTURE • 8 Propane Autogas Stations • 1 CNG Station • Fleet and Public Access with accounts ELECTRIC VEHICLES • Electricity is considered an alternative fuel • Uses electricity from a power source and stores it in batteries • Two types: • Battery Electric • Plug-in Hybrid • Great for: • Passenger Vehicles EV INFRASTRUCTURE • 61 charging stations in Delaware • At 26 locations • 37,000 Charging Stations in the United States • Three types: • Level 1 • Level 2 • D.C. Fast Charging TYPES OF CHARGING STATIONS Charger Current Type Voltage (V) Charging Primary Use Time Level 1 Alternating 120 V 2 to 5 miles Current (AC) per hour of Residential charge Level 2 AC 240 V 10 to 20 miles Residential per hour of and charge Commercial DC Fast Direct Current 480 V 60 to 80 miles (DC) per 20 min. -
Open PDF File, 176.5 KB, for 2018 Mass Clean Cities Annual Report
2018 Transportation Technology Deployment Report: Massachusetts Clean Cities Expanded Edition March 2019 DRAFT The U.S. Department of Energy's (DOE) Clean Cities program advances the nation's economic, environmental, and energy security by supporting local actions to reduce petroleum use in transportation. A national network of nearly 100 Clean Cities coalitions brings together stakeholders in the public and private sectors to deploy alternative and renewable fuels, idle-reduction measures, fuel economy improvements, and new transportation technologies, as they emerge. Every year, each Clean Cities coalition submits to DOE an annual report of its activities and accomplishments for the previous calendar year. Coalition coordinators, who lead the local coalitions, provide information and data via an online database managed by the National Renewable Energy Laboratory (NREL). The data characterize membership, funding, projects, and activities of the coalitions. The coordinators also submit data on the sales of alternative fuels, deployment of alternative fuel vehicles and hybrid electric vehicles, idle-reduction initiatives, fuel economy activities, and programs to reduce vehicle miles traveled. NREL and DOE analyze the data and translate them into petroleum-use and greenhouse gas reduction impacts for individual coalitions and the program as a whole. This report summarizes those impacts for Massachusetts Clean Cities. To view aggregated data for all local coalitions that participate in the Clean Cities program, visit cleancities.energy.gov/accomplishments. -
How Practical Are Alternative Fuel Vehicles?
How Practical Are Alternative Fuel Vehicles? Many of us have likely considered an alternative fuel vehicle at some point in our lives. Balancing the positives and negatives is a tricky process and varies greatly based on our personal situations. However, many of the negatives that previously created hesitancy have changed in recent years. Below, we have outlined a few of the most commonly mentioned negatives regarding the two leading alternative fuel vehicle types: Flex Fuel vehicles and Electric/Hybrid vehicles. Then, you can decide for yourself whether one of these vehicle types are practical for you! Cost – How much does the vehicle cost to purchase and operate? Flex Fuel: Flex Fuel vehicles typically cost about the same as a gasoline vehicle.1 For fuel cost, E85 typically costs slightly less than gasoline, however, due to decreased efficiency has a slightly higher cost per mile than gasoline.2 Overall, a Flex Fuel vehicle is likely to be slightly more expensive than a gasoline counterpart. Electric/Hybrid: This situation varies quite a bit depending on where you live. Electric vehicles and hybrid vehicles often cost considerably more than a conventional gasoline vehicle. For example, a plug-in hybrid will cost around $4000-$8000 more than a conventional model.3 However, there are federal rebates and local rebates that can refund thousands of dollars from the purchase price. Electric/Hybrid vehicles also tend to save money on fuel, with the possibility of saving thousands of dollars over the lifetime of the vehicle.4 Whether these rebates and fuel cost savings will eventually account for the higher purchase price can be estimated with comparison tools. -
Making Markets for Hydrogen Vehicles: Lessons from LPG
Making Markets for Hydrogen Vehicles: Lessons from LPG Helen Hu and Richard Green Department of Economics and Institute for Energy Research and Policy University of Birmingham Birmingham B15 2TT United Kingdom Hu: [email protected] Green: [email protected] +44 121 415 8216 (corresponding author) Abstract The adoption of liquefied petroleum gas vehicles is strongly linked to the break-even distance at which they have the same costs as conventional cars, with very limited market penetration at break-even distances above 40,000 km. Hydrogen vehicles are predicted to have costs by 2030 that should give them a break-even distance of less than this critical level. It will be necessary to ensure that there are sufficient refuelling stations for hydrogen to be a convenient choice for drivers. While additional LPG stations have led to increases in vehicle numbers, and increases in vehicles have been followed by greater numbers of refuelling stations, these effects are too small to give self-sustaining growth. Supportive policies for both vehicles and refuelling stations will be required. 1. Introduction While hydrogen offers many advantages as an energy vector within a low-carbon energy system [1, 2, 3], developing markets for hydrogen vehicles is likely to be a challenge. Put bluntly, there is no point in buying a vehicle powered by hydrogen, unless there are sufficient convenient places to re-fuel it. Nor is there any point in providing a hydrogen refuelling station unless there are vehicles that will use the facility. What is the most effective way to get round this “chicken and egg” problem? Data from trials of hydrogen vehicles can provide information on driver behaviour and charging patterns, but extrapolating this to the development of a mass market may be difficult. -
The Future of Transportation Alternative Fuel Vehicle Policies in China and United States
Clark University Clark Digital Commons International Development, Community and Master’s Papers Environment (IDCE) 12-2016 The uturF e of Transportation Alternative Fuel Vehicle Policies In China and United States JIyi Lai [email protected] Follow this and additional works at: https://commons.clarku.edu/idce_masters_papers Part of the Environmental Studies Commons Recommended Citation Lai, JIyi, "The uturF e of Transportation Alternative Fuel Vehicle Policies In China and United States" (2016). International Development, Community and Environment (IDCE). 163. https://commons.clarku.edu/idce_masters_papers/163 This Research Paper is brought to you for free and open access by the Master’s Papers at Clark Digital Commons. It has been accepted for inclusion in International Development, Community and Environment (IDCE) by an authorized administrator of Clark Digital Commons. For more information, please contact [email protected], [email protected]. The Future of Transportation Alternative Fuel Vehicle Policies In China and United States Jiyi Lai DECEMBER 2016 A Masters Paper Submitted to the faculty of Clark University, Worcester, Massachusetts, in partial fulfillment of the requirements for the degree of Master of Arts in the department of IDCE And accepted on the recommendation of ! Christopher Van Atten, Chief Instructor ABSTRACT The Future of Transportation Alternative Fuel Vehicle Policies In China and United States Jiyi Lai The number of passenger cars in use worldwide has been steadily increasing. This has led to an increase in greenhouse gas emissions and other air pollutants, and new efforts to develop alternative fuel vehicles to mitigate reliance on petroleum. Alternative fuel vehicles include a wide range of technologies powered by energy sources other than gasoline or diesel fuel. -
Summary of Current Status of Alternative Fuels and Vehicles
1. INTRODUCTION Motor vehicles are the underlying source for two major global issues the United States (U.S.) faces: 1) the dependence on foreign oil from unstable political regions, and 2) the increase in carbon dioxide (CO2) emissions, a leading contributor of greenhouse gases (GHGs) that affect Earth’s climate. There are 200 million drivers traveling 10 trillion vehicle miles each year in the U.S. In the Denver region alone, vehicles are driven more than 70 million miles each day. Dependence on foreign oil: A matter of U.S. Security The U.S. uses about 14.5 million barrels of oil per day for transportation (which equates to 609 million gallons) and imports more than 60% of its petroleum, two-thirds of which is used to fuel vehicles in the form of gasoline and diesel. The demand for petroleum imports is increasing and with much of the worldwide petroleum resources located in politically volatile countries, the U.S. is vulnerable to supply disruptions. Climate Change While the U.S. contains only 5% of the world’s population, it is responsible for 25% of global GHG emissions. Transportation accounts for 28% of GHG emissions in the U.S., second to electric power Figure 1 (Figure 1). It is the 2006 U.S. Greenhouse Gas Emissions fastest growing by sector (Million Metric Tons CO2 Equivalent) source of GHGs, Residential accounting for 47% of Commericial 5% the net increase in 6% total U.S. GHG Agriculture emissions since 1990. 8% Trends in Colorado are similar, with Electric Power electric power being 34% the lead source of Industry 19% CO2 emissions at 42%, followed by transportation at 31% Transportation (Figure 2). -
Electric Vehicle (EV) Roadmap
County of San Diego Electric Vehicle Roadmap October 2019 County of San Diego Electric Vehicle Roadmap iii County of San Diego Electric Vehicle Roadmap TABLE OF CONTENTS TERMS AND ABBREVIATIONS ................................................................................................... IV EXECUTIVE SUMMARY .............................................................................................................. 1 INTRODUCTION ......................................................................................................................... 4 SECTION 1: EV POLICY FRAMEWORK ....................................................................................... 6 Summary of Key State Legislation ................................................................................................... 6 Summary of Key County Policies ..................................................................................................... 7 SECTION 2: EV TECHNOLOGY AND MARKET ........................................................................ 12 Summary of Technology and Market .......................................................................................... 12 Education, Outreach, and Regional Collaboration ............................................................... 21 Summary of Best Practices in EV Policy ....................................................................................... 22 Funding and Incentives for Electric Vehicle Market Development .................................... 26 SECTION 3: EV ROADMAP -
Electric Vehicles: a Primer on Technology and Selected Policy Issues
Electric Vehicles: A Primer on Technology and Selected Policy Issues February 14, 2020 Congressional Research Service https://crsreports.congress.gov R46231 SUMMARY R46231 Electric Vehicles: A Primer on Technology and February 14, 2020 Selected Policy Issues Melissa N. Diaz The market for electrified light-duty vehicles (also called passenger vehicles; including passenger Analyst in Energy Policy cars, pickup trucks, SUVs, and minivans) has grown since the 1990s. During this decade, the first contemporary hybrid-electric vehicle debuted on the global market, followed by the introduction of other types of electric vehicles (EVs). By 2018, electric vehicles made up 4.2% of the 16.9 million new light-duty vehicles sold in the United States that year. Meanwhile, charging infrastructure grew in response to rising electric vehicle ownership, increasing from 3,394 charging stations in 2011 to 78,301 in 2019. However, many locations have sparse or no public charging infrastructure. Electric motors and traction battery packs—most commonly made up of lithium-ion battery cells—set EVs apart from internal combustion engine vehicles (ICEVs). The battery pack provides power to the motor that drives the vehicle. At times, the motor acts as a generator, sending electricity back to the battery. The broad categories of EVs can be identified by whether they have an internal combustion engine (i.e., hybrid vehicles) and whether the battery pack can be charged by external electricity (i.e., plug-in electric vehicles). The numerous vehicle technologies further determine characteristics such as fuel economy rating, driving range, and greenhouse gas emissions. EVs can be separated into three broad categories: Hybrid-electric vehicles (HEVs): The internal combustion engine primarily powers the wheels. -
Comparison of Transport Fuels
COMPARISON OF TRANSPORT FUELS FINAL REPORT (EV45A/2/F3C) to the AUSTRALIAN GREENHOUSE OFFICE on the Stage 2 study of Life-cycle Emissions Analysis of Alternative Fuels for Heavy Vehicles By Tom Beer1,2, Tim Grant3, Geoff Morgan4, Jack Lapszewicz5, Peter Anyon6, Jim Edwards7, Peter Nelson7, Harry Watson8 & David Williams7 1 CSIRO Atmospheric Research, Aspendale, Vic. 2 CSIRO Environmental Risk Network, Aspendale, Vic. 3 RMIT Centre for Design, Melbourne, Vic. 4 Southern Cross Institute of Health Research, Lismore, NSW 5 CSIRO Energy Technology, Lucas Heights, NSW 6 Parsons Australia Pty Ltd 7 CSIRO Energy Technology, North Ryde, NSW 8 University of Melbourne, Department of Mechanical and Manufacturing Engineering, Parkville, Vic. in association with and Parsons Australia Pty Ltd Southern Cross Institute of Health Research Contact Dr Tom Beer Co-ordinator CSIRO Environmental Risk Network Private Bag 1 Aspendale, Vic. 3195 Australia Phone: (03) 9239 4400 Fax: (03) 9239 4444 International: + 613 9239 4400 Fax +613 9239 4444 e-mail: [email protected] EV45A_2P0_F3C_Part0 ii Table of Contents Acronyms..................................................................................................................................ix Glossary of Terms ....................................................................................................................xii Executive Summary..................................................................................................................xv Part 1 1. Background.....................................................................................................................1