Loading...
The Governors' Ethanol Coalition Research Summary Report. Drivers Awareness, Attitudes & Usage Of Ethanol-Blended Fuel
12/15/1997
This summary reports on research done in the Midwest to determine the awareness, usage, and attitudes of drivers toward gasoline blended with ethanol. The goal was to determine why consumers make the choices they do with regard to ethanol at the pump. The most effective key message to encourage driver use of ethanol is its ability to improve air quality, also that ethanol is safe for all engines. Most drivers do not know ethanol's principal features of improving air quality or increasing the octane level of gasoline.
The Governors' Ethanol Coalition Marketing Communications Plan
12/15/1997
This marketing communications plan is designed to move drivers through the product buying process for gasoline so they seek out and are product loyal to ethanol as a component of their gasoline. Secondly, it is to educate constituents on the advantages of ethanol for the general economic and environmental welfare of the country, thereby enhancing favorable legislative and administrative policy toward ethanol. Some of the strategy used in this market planning document has been adapted from the experience of ethanol advoctes in the State of Minnesota.
Running Refuse Haulers on Compressed Natural Gas (Case Study)
11/1/1997
Since 1992, six new refuse haulers have logged more than 60,000 miles--cleaner, quieter miles, with miles with good horsepower and speed as compared to their diesel counterparts. The U.S. Department of Energy sponsors this project. The Alternative Fuels Data Center at DOE's National Renewable Energy Laboratory has been gathering data on these trucks since they went into service.
Diethyl Ether (DEE as a Renewable Diesel Fuel)
10/13/1997
Producing and using renewable fuels for transportation is one approach for a sustainable energy future for the United States, as wel l as the rest of the world. Renewable fuels may also substantially reduce contributions to global climate change. In the transportation sector, ethanol produced from biomass shows promise as a future fuel for spark-ignited engines because of its high octane quality. Ethanol, however, is not a high-quality compression-ignition fuel. Ethanol can be easily converted through a dehydration process to produce diethyl ether (DEE), which is an excellent compression-ignition fuel with higher energy density than ethanol.. DEE has long been known as a cold-start aid for engines, but little is known about using DEE as a significant component in a blend or as a complete replacement for diesel fuel. Dimethyl ether, the methanol analog to DEE, was recently reported to be a low-emission, high-quality diesel fuel replacement, but similar engine testing and process information on DEE is limited. To identify the potential of Dee as a transportation fuel, we conducted a comprehensive literature review of its utilization in engines and also conducted limited laboratory experiments. This paper presents the findings on fundamental engine and emissions performance of DEE, along with an estimated cost of producing DEE from biomass ethanol.
Authors: Bailey, Brent
Addendum to Mobile Source Enforcement Memorandum 1A
9/4/1997
The purpose of this document is to clarify and revise the U.S. Environmental Protection Agency's (EPA's) "tampering" enforcement policy for motor vehicles and motor vehicle engines originally designed to operate on gasoline or diesel fuel and subsequently modified to operate exclusively or in conjunction with compressed natural gas (CNG) or liquefied petroleum gas (LPG or propane).
The Ethanol Heavy-Duty Truck Fleet Demonstration Project
5/1/1997
This report presents the results of an ethanol heavy-duty truck demonstration project. The four trucks were equipped with specially modified Detroit Diesel Corporation engines and ran on E95 (95% ethanol and 5% light hydrocarbon denaturant). They were owned and operated by Archer Daniels Midland Trucking, Incorporated, and were used almost every day for deliveries to points in Illinois, Indiana, Iowa, and Missouri. As a result of this project, a considerable amount of data was recorded, for the first time, on the performance, durability, economics, and emissions of heavy-duty trucks running on ethanol.
CMAQ Congestion Mitigation and Air Quality Improvement Program - Innovations in Transportation & Air Quality: Twelve Exemplary Projects
4/1/1996
The Congestion Mitigation and Air Quality Improvement (CMAQ) program has been a hallmark of innovation and flexibility under the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA). By targeting transportation funding to air quality improvement, it is also unique. The CMAQ program has transferred a far greater percentage of funds to transit improvements than any other "flexible funding" program in ISTEA. In addition, the CMAQ program has created opportunities to build new partnerships in the public and private sectors. This brochure highlights several exemplary projects that received CMAQ funds. These projects provide a range of benefits in addition to improved air quality and mobility.
A Guide to the Congestion Mitigation and Air Quality Improvement Program
4/1/1996
The Congestion Mitigation and Air Quality Improvement (CMAQ) program has been a hallmark of innovation and flexibility under the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA). By targeting transportation funding to air quality improvement, it is also unique. The CMAQ program has transferred a far greater percentage of funds to transit improvements than any other "flexible funding" program in ISTEA. In addition, the CMAQ program has created opportunities to build new partnerships in the public and private sectors.
Round 1 Emissions Test Results from Compressed Natural Gas Vans and Gasoline Controls Operating in the U.S. Federal Fleet
1/1/1996
The first round of emissions testing of light-duty alternative fuel vehicles placed in the U.S. federal fleet under the provisions of the Alternative Motor Fuels Act was recently completed. This undertaking included 75 Dodge B250 vans, of which 37 were dedicated compressed natural gas models, and 38 were standard gasoline controls. Data were collected on regulated exhaust emissions using the federal test procedures, and on a number of other quantities, through a statistically controlled program of investigation. All test vehicles were operated in routine federal service activities under normal working conditions, adhering as closely as possible to Chrysler's prescribed maintenance schedules. The data analysis conducted thus far indicates that the compressed natural gas vehicles exhibit notably lower regulated exhaust emission, on average, than their gasoline counterparts, and that these values are well within U.S. Environmental Protection Agency standards. In addition, lower levels of toxic constituents are emitted by the compressed natural gas vehicles relative to their gasoline counterparts and they produce lower levels of ozone precursors as well. Performance measures include driver acceptance, fuel economy, operational cost, cost and level of maintenance, and emissions output. The most extensive effort of its kind, the AMFA evaluation program targets three alternative fuels - methanol, ethanol, and compressed natural gas (CNG) - and encompasses several different types of vehicles, makes, and models operated in a number of federal service applications at various sites around the country. This paper specifically addresses the emissions performance of light-duty federal fleet AFVs operating on CNG. The data represents solely from Round 1 of a three-round testing program (hence, emissions deterioration is not specifically addressed).
Authors: Kelly, K.;Bailey, B.;Coburn, T.;Eudy, L.;Lissiuk, P.
CleanFleet Final Report Fleet Economics, Vol. 8
12/1/1995
The costs that face a fleet operator in implementing alternative motor fuels into fleet operations are examined. Five alternatives studied in the CleanFleet project are considered for choice of fuel: compressed natural gas (CNG), propane gas, California Phase 2 reformulated gasoline (RFG), M-85, and electricity. The cost assessment is built upon a list of thirteen cost factors grouped into the three categories: infrastructure costs, vehicle owning costs, and operating costs. Applicable taxes are included. A commonly used spreadsheet was adapted as a cost assessment tool. This tool was used in a case study to estimate potential costs to a typical fleet operator in package delivery service in the 1996 time frame. In addition, because electric cargo vans are unlikely to be available for the 1996 model year from original equipment manufacturers (OEMs), the case study was extended to the 1998 time frame for the electric vans. Results of the case study are presented in cents per mile of vehicle travel for the fleet. Several options available to the fleet for implementing the fuels are examined.
