Fuel Permeation from Automotive Systems: E0, E6, E10, E20 and E85
12/1/2006
An earlier CRC report (CRC Project E-65) investigated the effects of three different fuels on the permeation rates of the fuel systems from 10 different California vehicles, covering model years from 1978 to 2001. As a result of that study, four issues were identified for further study in the present report: (1) investigate permeation characteristics of "near zero" evaporative emission control systems scheduled for California in MY 2004 and later; (2) determine if changes in ethanol content affect permeation levels; (3) establish the permeation effects of E85 in a flexible fuel vehicle; (4) determine if permeation rates are sensitive to changes in aromatics content of the fuel.
Authors: Haskew, H.M.; Libery, T.F.; McClement, D.
King County Metro Transit Hybrid Articulated Buses Final Evaluation Results
12/1/2006
This is the final report on hybrid electric buses in service at King County Metro Transit in King County, Washington. The report includes 12 months of performance data on ten 60-ft. New Flyer buses with a hybrid propulsion system designed and built by GM Allison. This fleet is the largest application of the GM Allison hybrid propulsion system to date. The report also outlines the overall experience of the transit agency and their project partners in operating these advanced technology buses in revenue service.
Authors: Chandler, K.; Walkowicz, K.
Santa Clara Valley Transportation Authority and San Mateo County Transit District Fuel Cell Transit Buses: Evaluation Results
11/1/2006
This report provides evaluation results of prototype fuel cell transit buses operating at Santa Clara Valley Transportation Authority (VTA) in San Jose, California. VTA has been operating three fuel cell transit buses in extra revenue service since February 28, 2005. The report includes 17 months of performance data on three 40-ft. Gillig buses with a fuel cell system by Ballard Power Systems. The report also outlines the overall experience for the transit agency and its project partners in demonstrating these zero-emission buses. The analysis in this report reflects the prototype status of these vehicles. There is no intent to consider the implementation of these fuel cell buses as commercial (or full revenue transit service. The evaluation focuses on documenting progress and opportunities for improving the vehicles, infrastructure, and procedures.
Authors: Chandler, K.; Eudy, L.
The Long-Run Impact of Corn-Based Ethanol on the Grain, Oilseed, and Livestock Sectors: A Preliminary Assessment
11/1/2006
The ongoing growth of corn-based ethanol production raises some fundamental questions about the impact of continued growth on U.S. and world agricultural markets. Estimates of the long-run potential for ethanol production can be made by calculating the corn price at which the incentive to expand ethanol production disappears. Under current ethanol tax policy, if the prices of crude oil, natural gas, and distillers grains stay at current levels, then the break-even corn price is $4.05 per bushel.At this price, corn-based ethanol production would reach 31.5 billion gallons per year, or about 20% of projected U.S. fuel consumption in 2015. Supporting this level of production would require 95.6 million acres of corn to be planted. Total corn production would be approximately 15.6 billion bushels, compared to 11.0 billion bushels today. Most of the additional corn acres come from reduced soybean acreage. Corn exports and production of pork and poultry would all be reduced in response to higher corn prices and increased utilization of corn by ethanol plants. These results are not to be viewed as a prediction of what will eventually happen. Rather, they indicate a logical end point to the current incentives to invest in corn-based ethanol plants.
Authors: Elobeid, A.; Tokgoz, S.; Hayes, D.J.; Babcock, B.A.; Hart, C.E.
Natural Gas Engine Development
11/1/2006
This report outlines the subcontract program undertaken by John Deere & Co. for the laboratory development of natural gas engines that would be certifiable to emission levels below the 2004 federal standards (2.5 g/bhp-hr NOx + NMHC) and be commercially viable. Following lab development, the engines were field-tested on New Flyer model CF-40 buses.
Authors: Lekar, T.C.; Martin, T.J.
Development of a Cummins Westport SI-EGR Natural Gas Engine at 0.2 g/bhp-hr
10/1/2006
This report outlines a program initiated to develop and demonstrate advanced technologies and methods for controlling exhaust emissions in a medium-duty natural gas engine to meet 2010 Federal emission standards. The goals specifically were to develop a natural gas engine capable of emission standards (g/bhp*h) of 0.2 NOx, 0.14 nmHC, 0.01 PM and 15.5 CO with engine ratings of 320 h.p. and 1000 lbs.*ft.
Authors: Kamel, M.
Clean Cities Alternative Fuel Price Report, October 2006
10/1/2006
The October 2006 Clean Cities Alternative Fuel Price Report is a quarterly report keeping you up to date on the prices of alternative fuels in the U.S. and their relation to gasoline and diesel prices. This issue discusses prices that were gathered from Clean Cities coordinators and stakeholders in September and October 2006, 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 illustrates that alternative fuel prices relative to conventional fuels vary, with some (propane and biodiesel) higher and some (E85 and CNG) lower. CNG is about 45 cents less than gasoline on an energy-equivalent basis, while E85 is about 11 cents less per gallon than gasoline.
Authors: Laughlin, M.D.
Geographically Based Hydrogen Consumer Demand and Infrastructure Analysis Final Report
10/1/2006
In fiscal 2004 and 2005, the National Renewable Energy Lab developed a proposed minimal infrastructure to support nationwide deployment of hydrogen vehicles by offering infrastructure scenarios that facilitated interstate travel. The current (FY06) project aims to identify key metropolitan areas and regions on which to focus infrastruce efforts during the early hydrogen transition. The objectives of this analysis are to (1) quantify projected hydrogen vehicle demand across the U.S. and in targeted metropolitan areas; and, (2) quantify the projected hydrogen fuel demands corresponding with different levels of hydrogen vehicle demand to inform infrastructure analyses such as siting hydrogen fueling stations and selecting between centralized and distributed hydrogen production.
Authors: Melendez, M.; Milbrandt, A.
US10 Capable Prototype Volvo MG11 Natural Gas Engine Development: Final Report
10/1/2006
This project was designed to develop a low emissions natural gas engine. The emission targets for this project were 0.27 g/kW-hr (0.2 g/bhp-hr) of NOx and 0.013 g/kW-hr (0.01 g/bhp-hr) of particulate matter. To meet the objective, a chemically correct (stoichiometric) combustion, natural gas engine with exhaust gas recirculation (EGR) and a three-way catalyst was development. In addition to low emissions, diesel-like efficiencies were targeted trough the use of a Sturman camless Hydraulic Actuated Valve (HVA) system.
Authors: Tai, C.; Reppert, T.; Chiu, J.; Christensen, L.; Knoll, K.; Stewart, J.
100,000 Mile Evaluation of Transit Buses Operated on Biodiesel Blends (B20)
10/1/2006
Report evaluates the emissions, fuel economy, and maintenance of five 40-foot transit buses operated on B20 compared to four buses operated on petroleum diesel.
Authors: Proc, K.; Barnitt, R.; Hayes, R.; Ratcliff, M.; McCormick, R.; Ha, L.; Fang, H.
An Evaluation of Utility System Impacts and Benefits of Optimally Dispatched Plug-In Hybrid Electric Vehicles
10/1/2006
Hybrid electric vehicles with the capacity of being recharged from the grid may provide a significant decrease in oil consumption. These plug-in hybrids (PHEVs) will affect utility operations, adding additinoal electricity demand. Because many individual vehicles may be charged in the extended overnight period, and because the cost of wireless communication has decreased, there is a unique opportunity for utilities to directly control the charging of these vehicles at the precise times when normal electricity demand is at a minimum. This report evaluates the effects of optimal PHEV charging, under the assumption that utilities will indirectly or directly control when charging takes place, providing consumers with the absolute lowest cost of driving energy.
Authors: Denholm, P.; Short, W.