DOCSLIB.ORG

What Are Alternative Fuel Vehicles? and the Environment

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text

Load more

Executive Summary October 2011 190 N Independence Mall West 8th Floor Philadelphia, PA 19106 215-592-1800 Ready to Roll? Overview of Challenges and Opportunities for Alternative Fuel Vehicles www.dvrpc.org in the Delaware Valley DVRPC’s “Ready to Roll?” report provides an overview for policy-makers and citizens in the Greater Philadelphia region about the challenges and opportunities for expanded use of alternative fuel vehicles. The full report can be found in the publications section of www.dvrpc.org. What are Alternative Fuel Vehicles? and the environment. These emissions and other air Alternative Fuel Vehicles (AFVs) use combinations of toxins can be reduced by improved vehicle technology vehicle fuels and technologies to reduce the use of and cleaner burning fuels. petroleum in on-road vehicles. These include low-carbon fuels (sometimes blended with petroleum), electricity, • Improved national security and a stronger domestic and hybrid technologies combining internal combustion economy from reduced dependence on foreign oil engines with electric motors. The AFVs covered in this supplies: In 2005, the Greater Philadelphia region report include those most widely available today or likely used more than 2 billion gallons of gasoline and 392 to become available in the next ten to twenty years. million gallons of diesel fuel. At today’s prices, this These fall into three broad types: costs regional consumers over $8 billion annually. Most of this fuel is from oil imported into the United 1: Vehicles powered by an internal combustion engine (ICE): States, and all of it is from outside the region. The Low carbon fuels, such as biofuels or biofuel blends, use of AFVs presents an opportunity to produce and compressed natural gas, and propane can be used to distribute fuels and vehicle technologies domestically, power traditional ICE vehicles, and in the case of biofuels thereby strengthening the opportunity to retain locally require little or no engine modifications. the billions of dollars spent on imported vehicle fuel. 2: Vehicles powered by a battery-driven electric motor: • Reduced greenhouse gas (GHG) emissions: On-road Electric motor-powered vehicles use batteries charged by transportation accounts for a quarter of our region’s plugging into the electric grid, or by electricity produced annual greenhouse gas emissions. In addition, on-board using an ICE-powered generator or hydrogen for every five pounds of tailpipe emissions, an fuel cell. additional pound of GHG emissions associated with the extraction, production, and distribution of the fuel 3: Hybrid electric vehicles: Hybrid electric vehicles are is created. AFVs have the potential to significantly driven by both an electric motor and an ICE, with a decrease these emissions. transmission that draws on one or the other as required. The figures on pages 4 and 5 illustrate a number of • Reduced long-term driving costs: The use of AFVs configurations. has the potential to reduce operating costs of driving. Vehicle maintenance costs are expected to be lower Benefi ts of Alternative Fuel Vehicles: with some AFVs. Additionally, although many of On-road transportation—which accounts for close to the fuels used to power AFVs are currently more one-third of Greater Philadelphia’s total energy use—is expensive than petroleum-based fuels, a diversified almost completely dependent on petroleum. Expanded fuel mix may lower price volatility associated with the use of AFVs is a key strategy for reducing petroleum use use of foreign oil supplies. in our region. The benefits to doing so include: Barriers for Alternative Fuel Vehicles: • Reduced air pollution from the combustion of fossil Despite the benefits of AFVs outlined above, there are fuels: The Greater Philadelphia region is a designated significant barriers to their expanded use. The issues and air quality “non-attainment” area, meaning that it does challenges associated with the use of AFVs are shared to not meet the National Ambient Air Quality Standards some degree by most, if not all, AFVs. (NAAQS) outlined by the U.S. EPA in the Clean Air Act for pollutants considered harmful to public health 2 Generally, these issues include: The second challenge is for electric vehicles: Battery charging currently takes significantly longer than • The relative cost, convenience, and availability refueling (hours as opposed to minutes), which poses of alternative fuel vehicles compared to traditional significant challenges for siting charging stations in petroleum-based internal combustion technology: locations conducive to longer refueling times (e.g., In order for AFVs to be selected by consumers home and work). over traditional gasoline or diesel powered internal combustion engines, the cost, convenience, and • Energy storage: Some fuels used to power AFVs availability of both the fuel and vehicle must be present challenging storage hurdles. Energy competitive with traditional vehicles. Consumers density—the amount of energy stored in a given are used to the long driving range, lower cost, volume or weight of fuel—is lower for most alternative convenience, and availability of refueling that gasoline fuels than it is for gasoline or diesel. This limits the and diesel fueled vehicles provide. Currently, none amount of energy that can be carried on the vehicle. of the AFVs studied in the report—with the possible Energy capacity is particularly challenging for heavy exception of some hybrid electric vehicles—can trucks; there are currently no viable technologies to readily compete on these parameters with traditional replace ICEs for long distance trucking. gasoline and diesel fuels. • The environmental and national security impact of The development of distribution, storage, and • fuel production: The production of fuels for AFVs refueling/charging infrastructure: Fuels for AFVs can (including electricity) can be achieved with lower be inexpensively transported from point of production environmental impact than gasoline, and be sourced to distribution through pipeline infrastructure (or domestically. However, some current methods wires, in the case of electricity). However, there of production have an environmental impact are two challenges: first, the existing petroleum and comparable to that of traditional petroleum fuels. natural gas pipeline networks and refueling stations In addition, some technologies—particularly for are not compatible with many fuels used to power batteries—require materials that may not be widely AFVs, including ethanol, hydrogen, and biodiesel. available domestically. Parallel pipeline and refueling station infrastructure will need to be developed. Figure 1: Summary of Alternative Fuel Vehicle Issues Vehicle Range Refueling Type Cost Refueling time for biodiesel and ethanol blends is comparable to diesel and Comparable to Slightly more expensive gasoline. However, the distribution and refueling infrastructure required for conventional than counterpart fossil fuel Ethanol ethanol and biodiesel is not fully compatible with the existing system. This vehicle on a gallon equivalency Biofuels will require investments in new fueling infrastructure. As a result, there is basis. BioDiesel limited access to refueling stations for biodiesel and ethanol. Natural gas costs less than gasoline Vehicle Range Similar to biodiesel and ethanol, the refueling time for natural gas and and diesel on a gasoline gallon CNG is low compared propane is comparable to gasoline and diesel. While pipeline infrastructure INTERNAL equivalent (GGE) basis. Propane COMBUSTION to conventional has been developed for natural gas, refueling stations are rare. Natural gas ENGINE costs more than gasoline and less Fossil Fuels Propane vehicle and propane may be best suited for fleets of limited range. than diesel on a GGE basis. Vehicle Range Refueling times for grid charged electric vehicles is typically 4 to 12 hours Grid electricity is lower in Electric Grid is very low depending on voltage. A 30 minute “quick charge” to 80% is possible at cost than gasoline. On-board ELECTRIC compared to high voltages. The location of refueling stations is problematic. On-board ICE costs are low, on-board MOTOR conventional charging systems have short refueling times, although hydrogen fueling is hydrogen fuel cells have vehicle* challenging due to volume required for gas tanks. high cost. Hydrogen Vehicle Range is Electric Grid comparable with Lower fuel cost due to higher conventional Same as for conventional vehicle. fuel economy. Higher vehicle + vehicle cost. HYBRID Gasoline/ MOTOR Diesel *Nissan Leaf: 73 miles; Chevy Volt: 35 miles (without ICE assist) Source: DVRPC 3 Schematic of Alternative Vehicle Components Gasoline/ BLENDS Diesel up to 100% Ethanol IDLE BioDiesel STOP ON-BOARD ELECTRICITY CNG GENERATION Propane INTERNAL COMBUSTION ENGINE Electric Grid BATTERY ELECTRIC -lead-acid MOTOR -nickel-metal hydride FUEL -lithium ion Hydrogen CELL -other DRIVE TRAIN REGENERATIVE BRAKING The diagram in Figure 2 above provides a simplified overview of or they can work together in a hybrid electric vehicle. Two other the relationship between the most common alternative fuel vehicle technologies are shown as well. The first is regenerative braking, (AFV) technologies. Fuel/energy sources are shown on the left. which uses the energy of stopping the car to charge the battery. Listed first are liquid fuels (gasoline, ethanol, and biodiesel) The second is “idle stop,” which stops the engine when the vehicle and gases (natural gas and propane) that are burned in internal
Recommended publications
  • Natural Gas Vehicles Myth Vs. Reality

    Natural Gas Vehicles Myth Vs. Reality

    INNOVATION | NGV NATURAL GAS VEHICLES MYTH VS. REALITY Transitioning your fleet to alternative fuels is a major decision, and there are several factors to consider. Unfortunately, not all of the information in the market related to heavy-duty natural gas vehicles (NGVs) is 100 percent accurate. The information below aims to dispel some of these myths while providing valuable insights about NGVs. MYTH REALITY When specifying a vehicle, it’s important to select engine power that matches the given load and duty cycle. Earlier 8.9 liter natural gas engines were limited to 320 horsepower. They were not always used in their ideal applications and often pulled loads that were heavier than intended. As a result, there were some early reliability challenges. NGVs don’t have Fortunately, reliability has improved and the Cummins Westport near-zero 11.9 liter engine enough power, offers up to 400 horsepower and 1,450 lb-ft torque to pull full 80,000 pound GVWR aren’t reliable. loads.1 In a study conducted by the American Gas Association (AGA) NGVs were found to be as safe or safer than vehicles powered by liquid fuels. NGVs require Compressed Natural Gas (CNG) fuel tanks, or “cylinders.” They need to be inspected every three years or 36,000 miles. The AGA study goes on to state that the NGV fleet vehicle injury rate was 37 CNG is not safe. percent lower than the gasoline fleet vehicle rate and there were no fuel related fatalities compared with 1.28 deaths per 100 million miles for gasoline fleet vehicles.2 Improvements in CNG cylinder storage design have led to fuel systems that provide E F range that matches the range of a typical diesel-powered truck.
  • Vehicle Conversions, Retrofits, and Repowers ALTERNATIVE FUEL VEHICLE CONVERSIONS, RETROFITS, and REPOWERS

    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

    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
  • Well-To-Wheels Analysis of Biofuels and Plug-In Hybrids

    Well-To-Wheels Analysis of Biofuels and Plug-In Hybrids

    Well-to-Wheels Analysis of Biofuels and Plug-In Hybrids Michael Wang Center for Transportation Research Argonne National Laboratory Presentation at the Joint Meeting of Chicago Section of American society of Agricultural and Biological Engineers And Chicago Section of Society of Automotive Engineers Argonne National Laboratory, June 3, 2009 The Transportation Sector: Dual Challenges, Dual Approaches Challenges Greenhouse gas emissions – climate change Oil use – energy security Approaches Vehicle efficiency (and transportation system efficiency) New transportation fuels 2 US Greenhouse Gas Emission Shares by Source Pipelines 2% Rail Other 3% 0% Water Commercial 8% 18% Transportation Air 33% 8% Light Duty Residential 59% 21% Heavy Trucks & Buses 20% Industrial 28% 2006 GHG Emissions (CO2 Eqv) 2006 GHG Emissions (CO2 Eqv) Annual US total GHG emissions are 5.6 GT of CO2e 3 U.S. Petroleum Production and Consumption, 1970-2030 20 18 16 Air U.S. Production Rail 14 Marine Off-Road 12 Heavy Trucks 10 8 Light Trucks 6 Million barrelsday per Million 4 2 Cars 0 1970 1975 1980 1985 1990 1995 2000 2005 2010 2015 2020 2025 2030 Sources: Transportation Energy Data Book: Edition 27 and projections from the Early Release Annual Energy Outlook 2009. Coal-Based Fuels Pose a Trade-Off Between Energy Security and GHG Emissions 2 Petroleum Use Petroleum 1 Gasoline ICE Diesel ICE Gasoline HEV Diesel HEV Coal-based fuels Coal-based fuels, CCS No CCS Biomass-based fuels LPG Sugarcane-EtOH DME Corn-EtOH NG-DME H2 BD NG-H2 CNG FTD DME FTD MeOH 0 MeOH EV: CA
  • Biomass Basics: the Facts About Bioenergy 1 We Rely on Energy Every Day

    Biomass Basics: the Facts About Bioenergy 1 We Rely on Energy Every Day

    Biomass Basics: The Facts About Bioenergy 1 We Rely on Energy Every Day Energy is essential in our daily lives. We use it to fuel our cars, grow our food, heat our homes, and run our businesses. Most of our energy comes from burning fossil fuels like petroleum, coal, and natural gas. These fuels provide the energy that we need today, but there are several reasons why we are developing sustainable alternatives. 2 We are running out of fossil fuels Fossil fuels take millions of years to form within the Earth. Once we use up our reserves of fossil fuels, we will be out in the cold - literally - unless we find other fuel sources. Bioenergy, or energy derived from biomass, is a sustainable alternative to fossil fuels because it can be produced from renewable sources, such as plants and waste, that can be continuously replenished. Fossil fuels, such as petroleum, need to be imported from other countries Some fossil fuels are found in the United States but not enough to meet all of our energy needs. In 2014, 27% of the petroleum consumed in the United States was imported from other countries, leaving the nation’s supply of oil vulnerable to global trends. When it is hard to buy enough oil, the price can increase significantly and reduce our supply of gasoline – affecting our national security. Because energy is extremely important to our economy, it is better to produce energy in the United States so that it will always be available when we need it. Use of fossil fuels can be harmful to humans and the environment When fossil fuels are burned, they release carbon dioxide and other gases into the atmosphere.
  • Morgan Ellis Climate Policy Analyst and Clean Cities Coordinator DNREC Morgan.Ellis@State.De.Us 302.739.9053

    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.
  • Elementary Energy Infobook, Biomass

    Elementary Energy Infobook, Biomass

    Biomass Biomass is anything that is alive. It is also anything that was alive a short time ago. Trees, crops, garbage, and animal waste are all biomass. Most of the biomass we use for energy today is wood. We burn wood to make heat. Biomass gets its energy from the sun. Plants store the sun’s energy in their leaves and roots. When we eat biomass, we use the energy to move and grow. When we burn biomass, we use the energy to make heat. We can also change the energy in biomass into gas and liquid fuels. Crops are biomass. Biomass is Renewable Biomass energy is renewable, which means more biomass can be made in a short time. We can always grow more plants. We should plant new trees when we cut down old ones for wood. We also need to take care of the soil in which our crops grow. We Use Biomass Every Day People and animals get their energy from biomass. The energy in everything we eat comes from plants. Bread is made from wheat, a plant. Hamburgers are made from beef, which came from cows that ate grass and grain. Until about 150 years ago, biomass gave people most of the energy they used. The cave dwellers and settlers burned wood for heat. They burned wood to cook food. In many poor countries, wood is still used for most energy needs. People also burn corn cobs and straw. In places without trees, people burn the waste from cows and pigs. ©2020 The NEED Project Elementary Energy Infobook www.NEED.org 1 ©2020 The NEED Project Elementary Energy Infobook www.NEED.org 1 Electricity Biomass can be used to make electricity.
  • Commercialization and Deployment at NREL: Advancing Renewable

    Commercialization and Deployment at NREL: Advancing Renewable

    Commercialization and Deployment at NREL Advancing Renewable Energy and Energy Efficiency at Speed and Scale Prepared for the State Energy Advisory Board NREL is a national laboratory of the U.S. Department of Energy, Office of Energy Efficiency & Renewable Energy, operated by the Alliance for Sustainable Energy, LLC. Management Report NREL/MP-6A42-51947 May 2011 Contract No. DE-AC36-08GO28308 NOTICE This report was prepared as an account of work sponsored by an agency of the United States government. Neither the United States government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States government or any agency thereof. The views and opinions of authors expressed herein do not necessarily state or reflect those of the United States government or any agency thereof. Available electronically at http://www.osti.gov/bridge Available for a processing fee to U.S. Department of Energy and its contractors, in paper, from: U.S. Department of Energy Office of Scientific and Technical Information P.O. Box 62 Oak Ridge, TN 37831-0062 phone: 865.576.8401 fax: 865.576.5728 email: mailto:[email protected] Available for sale to the public, in paper, from: U.S.
  • Fuel Properties Comparison

    Fuel Properties Comparison

    Alternative Fuels Data Center Fuel Properties Comparison Compressed Liquefied Low Sulfur Gasoline/E10 Biodiesel Propane (LPG) Natural Gas Natural Gas Ethanol/E100 Methanol Hydrogen Electricity Diesel (CNG) (LNG) Chemical C4 to C12 and C8 to C25 Methyl esters of C3H8 (majority) CH4 (majority), CH4 same as CNG CH3CH2OH CH3OH H2 N/A Structure [1] Ethanol ≤ to C12 to C22 fatty acids and C4H10 C2H6 and inert with inert gasses 10% (minority) gases <0.5% (a) Fuel Material Crude Oil Crude Oil Fats and oils from A by-product of Underground Underground Corn, grains, or Natural gas, coal, Natural gas, Natural gas, coal, (feedstocks) sources such as petroleum reserves and reserves and agricultural waste or woody biomass methanol, and nuclear, wind, soybeans, waste refining or renewable renewable (cellulose) electrolysis of hydro, solar, and cooking oil, animal natural gas biogas biogas water small percentages fats, and rapeseed processing of geothermal and biomass Gasoline or 1 gal = 1.00 1 gal = 1.12 B100 1 gal = 0.74 GGE 1 lb. = 0.18 GGE 1 lb. = 0.19 GGE 1 gal = 0.67 GGE 1 gal = 0.50 GGE 1 lb. = 0.45 1 kWh = 0.030 Diesel Gallon GGE GGE 1 gal = 1.05 GGE 1 gal = 0.66 DGE 1 lb. = 0.16 DGE 1 lb. = 0.17 DGE 1 gal = 0.59 DGE 1 gal = 0.45 DGE GGE GGE Equivalent 1 gal = 0.88 1 gal = 1.00 1 gal = 0.93 DGE 1 lb. = 0.40 1 kWh = 0.027 (GGE or DGE) DGE DGE B20 DGE DGE 1 gal = 1.11 GGE 1 kg = 1 GGE 1 gal = 0.99 DGE 1 kg = 0.9 DGE Energy 1 gallon of 1 gallon of 1 gallon of B100 1 gallon of 5.66 lb., or 5.37 lb.
  • Overview of Sustainable Aviation Fuels with Emission

    Overview of Sustainable Aviation Fuels with Emission

    energies Article Overview of Sustainable Aviation Fuels with Emission Characteristic and Particles Emission of the Turbine Engine Fueled ATJ Blends with Different Percentages of ATJ Fuel Paula Kurzawska * and Remigiusz Jasi ´nski Faculty of Civil and Transport Engineering, Poznan University of Technology, 60-965 Poznan, Poland; [email protected] * Correspondence: [email protected] Abstract: The following article focuses on sustainable aviation fuels, which include first and second generation biofuels and other non-biomass fuels that meet most of environmental, operational and physicochemical requirements. Several of the requirements for sustainable aviation fuels are discussed in this article. The main focus was on researching the alcohol-to-jet (ATJ) alternative fuel. The tests covered the emission of harmful gaseous compounds with the Semtech DS analyzer, as well as the number and mass concentration of particles of three fuels: reference fuel Jet A-1, a mixture of Jet A-1 and 30% of ATJ fuel, and mixture of Jet A-1 and 50% of ATJ fuel. The number concentration of particles allowed us to calculate, inter alia, the corresponding particle number index and particle mass index. The analysis of the results made it possible to determine the effect of the content of alternative fuel in a mixture with conventional fuel on the emission of harmful exhaust compounds and the concentration of particles. One of the main conclusion is that by using a 50% blend of ATJ Citation: Kurzawska, P.; Jasi´nski,R. Overview of Sustainable Aviation and Jet A-1, the total number and mass of particulate matter at high engine loads can be reduced by Fuels with Emission Characteristic almost 18% and 53%, respectively, relative to pure Jet A-1 fuel.
  • Introduction of Biodiesel to Rail Transport: Lessons from the Road Sector

    Introduction of Biodiesel to Rail Transport: Lessons from the Road Sector

    sustainability Article Introduction of Biodiesel to Rail Transport: Lessons from the Road Sector Charlotte Stead 1,*, Zia Wadud 1,2, Chris Nash 2 and Hu Li 1 1 School of Chemical and Process Engineering, University of Leeds, Leeds LS2 9JT, UK; [email protected] (Z.W.); [email protected] (H.L.) 2 Institute for Transport Studies, University of Leeds, Leeds LS2 9JT, UK; [email protected] * Correspondence: [email protected] Received: 2 October 2018; Accepted: 1 February 2019; Published: 11 February 2019 Abstract: Biodiesel is a potentially low-carbon, renewable alternative fuel to diesel, sharing similar chemical and physical properties to diesel. There have been significant efforts in introducing primarily bioethanol and some biodiesel to the road transport sector, with varying levels of success. However, the rail sector has not seen as large an effort in introducing biodiesel. This paper summarizes the literature on the introduction of biodiesel (bioethanol was a relevant fuel) in order to learn lessons, which can be applied to the rail transport sector. A decision-making framework PESTLE (Political/Policies, Economic, Social, Technological, Legal, and Environmental) is used to analyze these lessons, and their relevance (or not) to the rail sector. While introduction of biodiesel in the rail sector has some inherent advantages, such as fewer refueling points, customers and manufacturers compared to the road sector, it also faces some challenges, especially in the context of the longer life of locomotives, making fleet turnover and potential transition to 100% biodiesel slow. Additionally, maintenance costs are still uncertain. Keywords: lessons learned; biodiesel; alternative energy; transport sector; rail; PESTLE 1.
  • Understanding Long-Term Evolving Patterns of Shared Electric

    Understanding Long-Term Evolving Patterns of Shared Electric

    Experience: Understanding Long-Term Evolving Patterns of Shared Electric Vehicle Networks∗ Guang Wang Xiuyuan Chen Fan Zhang Rutgers University Rutgers University Shenzhen Institutes of Advanced [email protected] [email protected] Technology, CAS [email protected] Yang Wang Desheng Zhang University of Science and Rutgers University Technology of China [email protected] [email protected] ABSTRACT CCS CONCEPTS Due to the ever-growing concerns on the air pollution and • Networks → Network measurement; Mobile networks; energy security, many cities have started to update their Cyber-physical networks. taxi fleets with electric ones. Although environmentally friendly, the rapid promotion of electric taxis raises prob- KEYWORDS lems to both taxi drivers and governments, e.g., prolonged Electric vehicle; mobility pattern; charging pattern; evolving waiting/charging time, unbalanced utilization of charging experience; shared autonomous vehicle infrastructures and reduced taxi supply due to the long charg- ing time. In this paper, we make the first effort to understand ACM Reference Format: the long-term evolving patterns through a five-year study Guang Wang, Xiuyuan Chen, Fan Zhang, Yang Wang, and Desh- on one of the largest electric taxi networks in the world, i.e., eng Zhang. 2019. Experience: Understanding Long-Term Evolving the Shenzhen electric taxi network in China. In particular, Patterns of Shared Electric Vehicle Networks. In The 25th Annual we perform a comprehensive measurement investigation International Conference on Mobile Computing and Networking (Mo- called ePat to explore the evolving mobility and charging biCom ’19), October 21–25, 2019, Los Cabos, Mexico. ACM, New York, patterns of electric vehicles.