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Guide for Identifying and Converting High-Potential Petroleum Brownfield Sites to Alternative Fuel Stations
5/1/2011
Former gasoline stations that are now classified as brownfields can be good sites to sell alternative fuels because they are in locations that are convenient to vehicles and they may be seeking a new source of income. However, their success as alternative fueling stations is highly dependent on location-specific criteria, how to prioritize them, and then applies that assessment framework to five of the most popular alternative fuels?electricity, natural gas, hydrogen, ethanol, and biodiesel.
The second part of this report delves into the criteria and tools used to assess an alternative fuel retail site at the local level. It does this through two case studies of converting former gasoline stations in the Seattle-Eugene area into electric charge stations.
The third part of this report addresses steps to be taken after the specific site has been selected. This includes choosing and installing the recharging equipment, steps to take in the permitting process and key players to include.
Authors: Johnson, C.; Hettinger, D.
Clean Alternative Fuel Vehicle and Engine Conversions; Final Rule
4/8/2011
EPA is streamlining the process by which manufacturers of clean alternative fuel conversion systems may demonstrate compliance with vehicle and engine emissions requirements. Specifically, EPA is revising the regulatory criteria for gaining an exemption from the Clean Air Act prohibition against tamperingfor the conversion of vehicles and engines to operate on a clean alternativefuel. This final rule creates additional compliance options beyond certification that protect manufacturers of clean alternative fuel conversion systems against a tampering violation, depending on the age of the vehicle orengine to be converted. The new options alleviate some economic and proceduralimpediments to clean alternative fuel conversions while maintainingenvironmental safeguards to ensure that acceptable emission levels from converted vehicles are sustained.
Blueprint for a Secure Energy Future
3/30/2011
The Blueprint for a Secure Energy Future outlines a three-part strategy: 1) Develop and secure America's energy supplies; 2) provide consumers with more choices of alternative fuels and advanced and fuel-efficient vehicles, alternative means of transportation; and 3) innovate our way to a clean energy future by creating markets for innovative clean technologies that are ready to deploy and by funding cutting edge research to produce the next generation of technologies.
Hydrogen Safety, Codes, and Standards
2/1/2011
Hydrogen and fuel cell technologies are poised to play an integral role in our energy future. This publication covers hydrogen safety facts, research, and codes and standards to safely build, maintain, and operate hydrogen applications and fuel cell systems.
Hydrogen Fuel Cell Electric Vehicles
2/1/2011
Hydrogen fuel cell electric vehicles can play an important role in the portfolio of sustainable transportation fuel options, reduce dependence on imported oil and enable global economic leadership for America.
Hydrogen Production Roadmap: Technology Pathways to the Future
1/1/2009
This Hydrogen Production roadmap was constructed by the Hydrogen Production Technical Team (HPTT) of the FreedomCAR and Fuel Partnership to identify the key challenges and priority research and development (R&D) needs associated with various hydrogen fuel production technologies.
The goal of the roadmap is to facilitate development of commercial hydrogen production via various technology pathways in the near and long term. DOE?s current hydrogen cost targets are $3.00 per gallon of gasoline equivalent3 (gge) at fueling stations and $2.00 per gge at a central facility (also known as the ?plant? gate).
Full Fuel-Cycle Comparison of Forklift Propulsion Systems
10/14/2008
This report examines forklift propulsion systems and addresses the potential energy and environmental implications of substituting fuel cell propulsion for existing technologies based on batteries and fossil fuels. Industry data and the Argonne National Laboratory’s Greenhouse Gases, Regulated Emissions, and Energy Use in Transportation (GREET) model are used to estimate full fuel-cycle emissions and use of primary energy sources. Also considered are other environmental concerns at work locations. The benefits derived from using fuel cell propulsion are determined by the sources of electricity and hydrogen. In particular, fuel cell forklifts using hydrogen made from the reforming of natural gas had lower impacts than those using hydrogen from electrolysis.
Authors: Gaines, L.L.; Elgowainy, A.; Wang, M.Q.
Clean Cities Annual Metrics Report 2007
9/1/2008
This report summarizes the Department of Energy's Clean Cities coalition accomplishments in 2007, including petroleum displacement data, membership, funding, sales of alternative fuel blends, deployment of AFVs and HEVs, idle reduction initiatives, and fuel economy activities.
Authors: Johnson, C.; Bergeron, P.
SunLine Begins Extended Testing of Hybrid Fuel Cell Bus
6/1/2008
After 15 years of CNG-fueled transit buses, SunLine Transit Agency in Palm Springs, California, is seeking to expand its commitment to environmentally friendly alternative power systems by testing a prototype hybrid fuel cell bus.
SunLine Transit Agency Hydrogen-Powered Transit Buses: Third Evaluation Report
6/1/2008
This report describes evaluation of operations at SunLine Transit Agency for a prototype fuel cell bus; a prototype hydrogen hybrid internal combustion engine bus; and five new compressed natural gas buses. This is the third evaluation report for SunLine Transit Agency in Thousand Palms, California. This report provides an update to the previous reports (Feb 2007 & Sep 2007) and includes results and experience through March 2008. During the data collection period (Jan 2006 - Mar 2008), SunLine operated the fuel cell bus nearly 51,000 miles in service with an overall fuel economy of 7.19 miles per kg. For comparison, SunLine's CNG buses have an average fuel economy of 3.02 miles per gasoline gallon equivalent. During the same timeframe, the HHICE bus accumulated more than 43,000 miles with an average fuel economy of 4.34 miles per kg.
Authors: Chandler, K.; Eudy, L.
Options for Alternative Fuels and Advanced Vehicles in Greensburg, Kansas
5/1/2008
After a devastating tornado that destroyed the town of Greensburg, Kansas in May 2007, plans were developed to rebuild the town as a sustainable community. This report focuses on outlining key success factors of infrastructure, alternative vehicles, and alternative and renewable fuels as part of an integrated energy strategy.
Authors: Harrow, G.
Energy Independence and Security Act of 2007
12/19/2007
The Energy Independence and Security Act (EISA) of 2007 put into law many of the provisions of Executive Order 13423. The goal of the EISA law is to move the United States toward greater energy independence and security, to increase production of clean renewable fuels, to protect consumers, to increase the efficiency of products, buildings, and vehicles, to promote research on and deploy greenhouse gas capture and storage options, and to improve the energy performance of the Federal Government.
Validation of Hydrogen Fuel Cell Vehicle and Infrastructure Technology
10/1/2007
Hydrogen-powered fuel cell vehicles could play a central role in future transportation system. They produce only electricity, heat, and water at point of use. They could also use predominantly domestic--potentially renewable--energy supplies instead of imported oil for transportation.
Through a 2003 competitive solicitation, DOE selected four automobile manufacturer/energy company teams to participate in the project--Chevron/Hyundai-Kia, DaimlerChrysler/BP, Ford/BP, and GM/Shell. DOE is cost-share fundung those teams to build small fleets of fuel-cell vehicles plus fueling stations to demonstrate their use in five regions of the United States.
The U.S. DOE High Temperature Membrane Program
9/1/2007
Membranes used in current Proton Exchange Membrane (PEM) fuel cells require thermal and water management systems to control temperature and keep the membrane humidified. These components increase the weight and volume of the fuel cell system and add complexity. Estimates of the cost of the humidification systems for current membranes range from $5 to $8 per kW, while the thermal management system is estimated to cost $3 to $4 per kW. These costs must be reduced to meet the DOE transporation fuel cell system cost target of $30 per kW for the complete powertrain.
The cost and complexity of the thermal and water management systems could be minimized if the fuel cell operated at higher temperatures (up to 120 degrees C) and at lower relative humidity. Operation at 120 degrees C would also increase the tolerance of fuel cells to CO2, which would in turn reduce the cost of hydrogen from hydrocarbon sources because extraordinary steps would not be necessary to purify the hydrogen.
Authors: Kopasz, J.; Garland, N.; Manheim, A.
