First Responder Alternative Fuels Training Toolkit
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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 -
Assessment of Bio- Ethanol and Biogas Initiatives for Transport in Sweden
Assessment of bio- ethanol and biogas initiatives for transport in Sweden Background information for the EU-project PREMIA EU Contract N° TREN/04/FP6EN/S07.31083/503081 May 2005 2 Abstract This report is the result of an assignment on assessment of bio-ethanol and biogas initiatives for transport in Sweden, granted by VTT Processes, Energy and Environment, Engines and Vehicles, Finland to Atrax Energi AB, Sweden. The report of the assignment is intended to append the literature and other information used in the “PREMIA” project The work has been carried out by Björn Rehnlund, Atrax Energi AB, Sweden, with support from Martijn van Walwijk, France. The report describes the development of the production and use of biobio-ethanol and biogas (biomass based methane) as vehicle fuels in Sweden and gives an overview of today’s situation. Besides data and information about numbers of vehicles and filling stations, the report also gives an overview of: • Stakeholders • The legal framework, including standards, specifications, type approval, taxation etc. • Financial support programs. Public acceptance, side effects and the effect off the introduction of bio-ethanol and biogas as vehicle fuels on climate gases are to some extent also discussed in this report. It can be concluded that since the early 1990’s Sweden has had a perhaps slow but steadily increasing use of bio-ethanol and biogas. Today having the EC directive on promotion of bio bio-fuels and other renewable fuels in place the development and introduction of filling stations and vehicles has started to increase rapidly. From 1994 to 2004 the number of filling stations for bio-ethanol grew from 1 to 100 and during the year 2004 until today to 160 stations. -
A Study on the Emissions of Butanol Using a Spark Ignition Engine and Their Reduction Using Electrostatically Assisted Injection
A STUDY ON THE EMISSIONS OF BUTANOL USING A SPARK IGNITION ENGINE AND THEIR REDUCTION USING ELECTROSTATICALLY ASSISTED INJECTION BY BENJAMIN R. WIGG THESIS Submitted in partial fulfillment of the requirements for the degree of Master of Science in Mechanical Engineering in the Graduate College of the University of Illinois at Urbana-Champaign, 2011 Urbana, Illinois Adviser: Professor Dimitrios C. Kyritsis Abstract Butanol is a potential alternative to ethanol and offers many benefits including a much higher heating value and lower latent heat of vaporization. It also has a higher cetane number than ethanol and improved miscibility in diesel fuel. Additionally, butanol is less corrosive and less prone to water absorption than ethanol, which allows it to be transported using the existing fuel supply pipelines. However, while some previous research on the emissions of butanol-gasoline blends is available, little research exists on the emissions of neat butanol. This thesis focuses on two areas of study. The first area relates to on the comparison of UHC, NOx, and CO emissions of several butanol-gasoline and ethanol-gasoline blended fuels during combustion in an SI engine. The objective was to compare the emissions of butanol combustion to the ones of ethanol and gasoline. The second part of the study relates to the use of electrostatically assisted injection as a means of reducing the UHC emissions of butanol by decreasing the fuel droplet size using a charge electrode and extraction ring designed for a port fuel injector. Emissions measurements taken with and without a charge applied to the injector were used to determine the effect of applying a voltage to the fuel spray on engine emissions. -
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. -
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. -
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. -
EPRI Journal--Driving the Solution: the Plug-In Hybrid Vehicle
DRIVING THE SOLUTION THE PLUG-IN HYBRID VEHICLE by Lucy Sanna The Story in Brief As automakers gear up to satisfy a growing market for fuel-efficient hybrid electric vehicles, the next- generation hybrid is already cruis- ing city streets, and it can literally run on empty. The plug-in hybrid charges directly from the electricity grid, but unlike its electric vehicle brethren, it sports a liquid fuel tank for unlimited driving range. The technology is here, the electricity infrastructure is in place, and the plug-in hybrid offers a key to replacing foreign oil with domestic resources for energy indepen- dence, reduced CO2 emissions, and lower fuel costs. DRIVING THE SOLUTION THE PLUG-IN HYBRID VEHICLE by Lucy Sanna n November 2005, the first few proto vide a variety of battery options tailored 2004, more than half of which came from Itype plugin hybrid electric vehicles to specific applications—vehicles that can imports. (PHEVs) will roll onto the streets of New run 20, 30, or even more electric miles.” With growing global demand, particu York City, Kansas City, and Los Angeles Until recently, however, even those larly from China and India, the price of a to demonstrate plugin hybrid technology automakers engaged in conventional barrel of oil is climbing at an unprece in varied environments. Like hybrid vehi hybrid technology have been reluctant to dented rate. The added cost and vulnera cles on the market today, the plugin embrace the PHEV, despite growing rec bility of relying on a strategic energy hybrid uses battery power to supplement ognition of the vehicle’s potential. -
Light-Duty Alternative Fuel Vehicles: Federal Test Procedure Emissions Results
September 1999 • NREL/TP-540-25818 Light-Duty Alternative Fuel Vehicles: Federal Test Procedure Emissions Results K. Kelly, L. Eudy, and T. Coburn National Renewable Energy Laboratory 1617 Cole Boulevard Golden, Colorado 80401-3393 NREL is a U.S. Department of Energy Laboratory Operated by Midwest Research Institute ••• Battelle ••• Bechtel Contract No. DE-AC36-98-GO10337 September 1999 • NREL/TP-540-25818 Light-Duty Alternative Fuel Vehicles: Federal Test Procedure Emissions Results K. Kelly, L. Eudy, and T. Coburn Prepared under Task No. FU905010 National Renewable Energy Laboratory 1617 Cole Boulevard Golden, Colorado 80401-3393 NREL is a U.S. Department of Energy Laboratory Operated by Midwest Research Institute ••• Battelle ••• Bechtel Contract No. DE-AC36-98-GO10337 TP-25818 ACKNOWLEDGMENTS This work was sponsored by the Office of Technology Utilization, which is part of the U.S. Department of Energy’s (DOE) Office of Transportation Technologies in Washington, D.C. Mr. Dana O’Hara is DOE’s program manager for the light-duty vehicle evaluation projects at the National Renewable Energy Laboratory. Appreciation is expressed to the three emissions laboratories that performed the testing: Environmental Research and Development, in Gaithersburg, Maryland; Automotive Testing Laboratory, in East Liberty, Ohio; and ManTech Environmental, in Denver, Colorado. We also thank Phillips Chemical Company and Compressed Gas Technologies for supplying the test fuels for this project. 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, appara- tus, product, or process disclosed, or represents that its use would not infringe privately owned rights. -
Alcohol and Cellulosic Biofuel Fuels Credit General Instructions
Alcohol and Cellulosic Biofuel Fuels Credit OMB No. 1545-0231 Form 6478 2011 Department of the Treasury Attachment Internal Revenue Service ▶ Attach to your tax return. Sequence No. 83 Name(s) shown on return Identifying number Caution. You cannot claim any amounts on Form 6478 that you claimed (or will claim) on Form 720 (Schedule C), Form 8849, or Form 4136. (a) (b) (c) Type of Fuel Number of Gallons Rate Column (a) x Column (b) Sold or Used 1 Qualified ethanol fuel production for fuel sold or used before 2012 (see instructions for election) . 1 2 Alcohol 190 proof or greater and alcohol 190 proof or greater in fuel mixtures sold or used before 2012 . 2 3 Alcohol less than 190 proof but at least 150 proof and alcohol less than 190 proof but at least 150 proof in fuel mixtures sold or used before 2012 . 3 4 Qualified cellulosic biofuel production for fuel sold or used before 2012 that is alcohol (see instructions for election) . 4 5 Qualified cellulosic biofuel production for fuel sold or used before 2012 that is not alcohol (see instructions for election) . 5 6 Qualified cellulosic biofuel production for fuel sold or used after 2011 (see instructions for election) . 6 7 Add the amounts in column (c) on lines 1 through 6. Include this amount in your income for 2011 and, if you reported an amount on lines 4, 5, or 6 above, enter your IRS registration number (see instructions) . 7 8 Alcohol and cellulosic biofuel fuels credit from partnerships, S corporations, cooperatives, estates, and trusts (see instructions) . -
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).