Publications

Technologies and Approaches to Reducing the Fuel Consumption of Medium- and Heavy-Duty Vehicles

3/1/2010

Technologies and Approaches to Reducing the Fuel Consumption of Medium- and Heavy-Duty Vehicles evaluates various technologies and methods that could improve the fuel economy of medium- and heavy-duty vehicles, such as tractor-trailers, transit buses, and work trucks. The book also recommends approaches that federal agencies could use to regulate these vehicles' fuel consumption. Currently there are no fuel consumption standards for such vehicles, which account for about 26 percent of the transportation fuel used in the U.S.

The book estimates the improvements that various technologies could achieve over the next decade in seven vehicle types. For example, using advanced diesel engines in tractor-trailers could lower their fuel consumption by up to 20 percent by 2020, and improved aerodynamics could yield an 11 percent reduction. Hybrid powertrains could lower the fuel consumption of vehicles that stop frequently, such as garbage trucks and transit buses, by as much 35 percent in the same time frame.

Flexible Fuel Vehicles: Providing a Renewable Fuel Choice

3/1/2010

Flexible Fuel vehicles can be fueled with unleaded gasoline, E85, or any combination of the two. Today almost 8 million vehicles on U.S. highways are flexible fuel vehicles. The fact sheet discusses how E85 affects vehicle performance, the costs and benefits of using E85, and how to find E85 station locations.

Guidance for Implementing Section 141 of the Energy Independence and Security Act of 2007: Federal Vehicle Fleets and Low Greenhouse Gas-Emitting Vehicles

2/22/2010

Section 141 of the Energy Independence and Security Act of 2007 (EISA) entitled "Federal Vehicle Fleets," amends section 303 of the Energy Policy Act of 1992 (EPAct92) (42 U.S.C. Section 13212). It supports the goal of reducing greenhouse gas (GHG) emissions by prohibiting federal agencies from acquiring light-duty motor vehicles and medium duty passenger vehicles (MDPVs) that are not low GHG-emitting vehicles. This guidance document applies to federal agencies only. This guidance document does not apply to fuel provider fleets or state agency fleets subject to EPAct92 Sections 501 and 507.

Technology Improvement Pathways to Cost-Effective Vehicle Electrification

2/1/2010

This paper evaluates several approaches aimed at making plug-in electric vehicles (EV) and plug-in hybrid electric vehicles (PHEVs) cost-effective including opportunity charging, replacing the battery over the vehicle life, improving battery life, reducing battery cost, and providing electric power directly to the vehicle during a portion of its travel. Many combinations of PHEV electric range and battery power are included. For each case, the model accounts for battery cycle life and the national distribution of driving distances to size the battery optimally. Using the current estimates of battery life and cost, only the dynamically plugged-in pathway was cost-effective to the consumer. Significant improvements in battery life and battery cost also made PHEVs more cost-effective than today's hybrid electric vehicles (HEVs) and conventional internal combustion engine vehicles (CVs).

Authors: Brooker, A.; Thornton, M.; Rugh, J.

United Parcel Service (UPS) Evaluates Hybrid Electric Delivery Vans

2/1/2010

The National Renewable Energy Laboratory?s (NREL) FleetTest and Evaluation team evaluated the 12-month, in-serviceperformance of six Class 4 hybrid electric delivery vans?fueledby regular diesel?and six comparable conventional diesel vansoperated by the United Parcel Service (UPS). All the hybrid vans testedwere equipped with the same parallel hybrid system manufacturedby Eaton Corp., including a synchronous brushless, permanentmagnet motor (26-kW continuous power, 44-kW peak power)and lithium-ion batteries that provide 340 VDC and 1.8 kWh ofenergy storage. UPS is satisfied with its 50 prototype hybrid vansand ordered 200 more in 2009.

The Contribution of Natural Gas Vehicles to Sustainable Transport 2010

1/1/2010

The number of natural gas vehicles and fuel stations has grown very strongly in the past decade and continues to do so, although it is still a niche market from the perspective of transport, representing less than 1% of the world road fuel consumption. Natural gas can play a significant role in cutting vehicle carbon dioxide emissions but over the long term there will need to be a commitment to transition to very low CO2 gas sources. Depending on the context, NGVs can have strong benefits in different countries by improving air quality, reducing noise in urban areas; diverting oil from domestic consumption to export; and improving energy security.

Authors: Nijboer, M.

Notes: Document available free of charge from Web

An Action Plan for Cars: The Policies Needed to Reduce U.S. Petroleum Consumption and Greenhouse Gas Emissions

12/1/2009

Reducing petroleum consumption and GHG emissions from cars and light?]duty trucks in the United States over the next several decades requires that we implement a clear and coordinated set of policies now. This report describes a portfolio of policies which, in the view of the authors, is needed to put personal vehicle transportation on the road to sustainability in the longer term. To incentivize adoption of more fuel efficient vehicles, we propose coupling existing near?]term fuel economy standards with a feebate incentive program and gradual increases in fuel taxes. We further propose driver education initiatives that would give vehicle owners information on how to maximize fuel savings in their purchase and driving decisions. Finally, we underscore the need for a long?]term strategy for fuels that evaluates fuels?]related programs based on their contribution to reducing life?]cycle petroleum consumption and greenhouse gas (GHG) emissions. Together, these policies offer a robust plan of action that will focus and streamline current efforts to achieve these two important national goals. Perhaps most importantly, this plan lays a much?]needed foundation for a comprehensive, adaptable long?]term policy effort. A more detailed summary of the recommended set of policy measures can be found in Section 2.

Authors: Heywood, J.; Baptista, P.; Berry, I.; Bhatt, K.; Cheah, L.; De Sisternes, F.; Karplus, V.; Keith, D.; Khusid, M.; MacKenzie, D.; McAulay, J.

Biomass Energy Data Book, Edition 2

12/1/2009

The Biomass Energy Data Book is a statistical compendium prepared and published by Oak Ridge National Laboratory (ORNL). The book represents an assembly and display of statistics and information that characterize the biomass industry, from the production of biomass feedstocks to their end use. This first edition is currently only available online in electronic format. The first section is an introduction, which provides an overview of biomass resources and consumption. Section 2 covers ethanol, biodiesel, BioOil. Section 3 covers use of biomass for electrical power generation and heating. Section 4 covers the developing area of biorefineries. Section 5 discusses feedstocks that are produced and used in the biomass industry. The sources used represent the latest available data. Three appendices include measures of conversions, biomass characteristics, and assumptions for selected tables and figures.

Authors: Wright, L.; Boundy, B.; Perlack, B.; Davis, S.; Saulsbury, B.

Notes: This 2nd edition of the Biomass Energy Data Book is currently available online in electronic format.

Twelve-Month Evaluation of UPS Diesel Hybrid Electric Delivery Vans

12/1/2009

This report focuses on a parallel hybrid-electric diesel delivery van propulsion system currently being operated by United Parcel Service (UPS). The propulsion system is an alternative to the standard diesel system and could enable reductions in emissions, primarily particulate matter and oxides of nitrogen (NOx), as well as reductions in petroleum use. Hybrid propulsion allows for increased fuel economy, which ultimately reduces petroleum use.

Authors: Lammert, M.

Household actions can provide a behavioral wedge to rapidly reduce U.S. carbon emissions

11/3/2009

Most climate change policy attention has been addressed to long-term options, such as inducing new, low-carbon energy technologies and creating cap-and-trade regimes for emissions. We use a behavioral approach to examine the reasonably achievable potential for near-term reductions by altered adoption and use of available technologies in US homes and nonbusiness travel. We estimate the plasticity of 17 household action types in 5 behaviorally distinct categories by use of data on the most effective documented interventions that do not involve new regulatory measures. These interventions vary by type of action and typically combine several policy tools and strong social marketing. National implementation could save an estimated 123 million metric tons of carbon per year in year 10, which is 20% of household direct emissions or 7.4% of US national emissions, with little or no reduction in household well-being. The potential of household action deserves increased policy attention. Future analyses of this potential should incorporate behavioral as well as economic and engineering elements.

Authors: Dietz, T.; Gardner, G.; Gilligan, J.; Stern, P.; Vandenbergh

On-Road and In-Laboratory Testing to Demonstrate Effects of ULSD, B20 and B99 on a Retrofit Urea-SCR Aftertreatment System

11/2/2009

In order to demonstrate the performance of a retrofittedselective catalytic reduction (SCR) system while also addressing the issues associated with greater use of biodiesel, a 2005 International 9200i tractor owned by the City of Santa Monica was retrofitted with a titaniavanadia-tungsten catalyst and a urea dosing system supplied by Extengine Systems, Inc. An on-board emissions measurement system supplied by Engine, Fuel, and Emissions Engineering, Inc., was installed on the vehicle; it measured theemissions and fuel use of the vehicle while it operated on ultra-low-sulfur diesel (ULSD), 20% biodiesel (B20), and 99% biodiesel (B99) on consecutive days. The vehicle, with a similar aftertreatment system, was then tested at the California Air Resources Board (CARB) Los Angeles Heavy-Duty Emissions Lab and tested on the Urban Dynamometer Driving Schedule (UDDS) to again assess the effects of ULSD, B20, and B99 on the performance of the urea-SCR aftertreatment system. Results from this testing showed that oxides of nitrogen (NOx) emissions increased by 6%-12% when the blend was increased from ULSD to B20, by 16%-35% when the blend was increased from ULSD to B99, and by 26%-27% when it was increased from B20 to B99. Particulate matter (PM) emissions decreased by 37%-50% when the blend was increased from ULSD to B20, by 71%-79% when it was increased from ULSD to B99, and by 60%-63% when it was increased from B20 to B99. The SCR system reduced NOx emissions by 64%-87%, and its performance was not affected by the use of biodiesel.

Authors: Walkowicz, K.; Na, K.; Robertson, W.; Sahay, K.; Bogdanoff, M.; Weaver, C.; Carlson, R.

Executive Order 13514: Federal Leadership in Environmental, Energy, and Economic Performance

10/5/2009

In order to create a clean energy economy that willincrease our Nation?s prosperity, promote energy security, protect the interests of taxpayers, and safeguard the health of our environment, the Federal Government must lead by example. It is therefore the policy of the United States that Federal agencies shall increase energy efficiency; measure, report, and reduce their greenhouse gas emissions from direct and indirect activities; conserve and protect water resources through efficiency, reuse, andstormwater management; eliminate waste, recycle, and prevent pollution;leverage agency acquisitions to foster markets for sustainable technologiesand environmentally preferable materials, products, and services; design,construct, maintain, and operate high performance sustainable buildingsin sustainable locations; strengthen the vitality and livability of the communities in which Federal facilities are located; and inform Federal employees about and involve them in the achievement of these goals.

Authors: Barack Obama

Clean Cities Alternative Fuel Price Report, October 2009

10/1/2009

The Clean Cities Alternative Fuel Price Report for October 2009 is a quarterly report on the prices of alternative fuels in the U.S. and their relation to gasoline and diesel prices. This issue describes prices that were gathered from Clean Cities coordinators and stakeholders between October 16 and October 26, 2009, and then averaged in order to determine regional price trends by fuel and variability in fuel price within regions and among regions. The prices collected for this report represent retail, at-the-pump sales prices for each fuel, including Federal and state motor fuel taxes.

Table 1 reports that the nationwide average price for regular gasoline has risen 20 cents per gallon from $2.44 per gallon to $2.64 per gallon; CNG has risen 13 cents from $1.73 to $1.86; and ethanol (E85) has risen 14 cents from $2.13 to $2.27 per gallon. CNG is about 78 cents less than gasoline on an energy-equivalent basis, while E85 is about 57 cents more per gallon than gasoline on an energy-equivalent basis.

Authors: Laughlin, M.D.

Clean Cities Annual Metrics Report 2008

9/1/2009

Each year, the U.S. Department of Energy (DOE) asks Clean Cities coordinators to submit an annual report of their activities and accomplishments for the previous calendar year. Approximately 412 million gallons of gasoline were displaced through the Clean Cities efforts in 2008?14% more than in 2007. This displacement represents the combined results of the activities reported by coalitions (as analyzed by NREL) and the impacts of the Fuel Economy Guide and related activities (as estimated by ORNL). Three major changes were made to the Clean Cities survey this year: E10 is no longer counted toward petroleum displacement goals, coordinators no longer relied on a default assumption for the percent of time flex-fueled vehicles used alternative fuel, and B20 was moved from the AFV to the blends category. The first of these changes substantially reduced the reported petroleum displacement by blends from what they otherwise would have been in 2008. AFVs still accounted for the largest share (48%) of the total 412-million-gallon displacement. Fuel economy impacts (combined impacts of coalition and ORNL activity) were responsible for displacing 129 million gallons. The use of biofuels (ethanol and biodiesel) as fuels for AFVs and in low-level biodiesel blends displaced 100 million gallons, or 24% of the total, and idle reduction and HEV technologies combined to displace 20 million gallons. 2008 was the first year that greenhouse gas (GHG) reductions were estimated for Clean Cities activities. The program kept a total of 2.7 million tons of carbon dioxide equivalent (CO2e) from being emitted to the atmosphere?the equivalent of removing over 507,000 passenger cars from U.S. roads.

Authors: Bergeron, P.; Johnson, C.

Field Testing Plug-in Hybrid Electric Vehicles with Charge Control Technology in the Xcel Energy Territory

8/1/2009

This report outlines the results of a joint study by Xcel Energy and the National Renewable Energy Laboratory to understand the fuel displacement potential, costs, and emissions impacts of the market introduction of plug-in hybrid electric vehicles. The goal of the current effort was to evaluate, under real-world conditions, the performance attributes of PHEVs with charge control technology in the Xcel Energy service territories. The intention was to expand our knowledge of PHEV benefits, consumer usage, and utility opportunities and challenges.

Authors: Markel, T.; Bennion, K; Kramer, W.; Bryan, J.; Giedd, J.