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Round 1 Emissions Test Results from Compressed Natural Gas Vans and Gasoline Controls Operating in the U.S. Federal Fleet (PDF)
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 (PDF)
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.
Fuel Economy Test Procedures Alternative-Fueled Automobile CAFE Incentives and Fuel Economy Labeling Requirements - Environmental Protection Agency - 40 CFR Part 600 (PDF)
10/1/1995
This final rule amends the fuel economy regulations to include alternative-fueled automobiles. The Alternative Motor Fuels Act (AMFA) of 1988 includes 1993 model year and later alternative-fueled automobiles (passenger automobiles and light trucks) in the Corporate Average Fuel Economy (CAFE) program on a favorable basis to encourage the manufacture of these vehicles. The AMFA provides these CAFE "credits" for automobiles designed to be fueled with methanol, ethanol, other alcohols, natural gas, or dual-fueled automobiles designed to operate on one or more of these alternative fuels and gasoline or diesel fuel. Under the AMFA, these credits are only available for automobiles that meet certain requirements regarding: alternative fuel content (e.g., for alcohol fuels, a minimum of 85 percent by volume alcohol), energy efficiency, and driving range. Neither the AMFA nor the final rule will affect automobiles that do not meet these requirements; such vehicles would not receive the favorable CAFE treatment. Alternative-fueled automobile labeling requirements are also specified in the AMFA. This final rule codifies the requirements of the AMFA in 40 CFR part 600. Recently, AMFA was amended by the Energy Policy Act of 1992, to extend the CAFE credit to automobiles designed to operate on additional types of alternative fuels. However, this final rule does not include these additional alternative fuel types, as they were not included in the CAFE program at the time the NPRM was published and the final rule was developed.
Notes: Text of final rule to be published in the Federal Register
Development of a Dedicated Ethanol Ultra-Low Emission Vehicle (ULEV) - Phase 2 Report (PDF)
9/1/1995
The objective of this 3.5-year project was to develop a commercially competitive vehicle powered by ethanol that can meet California ULEV standards and equivalent corporate average fuel economy energy efficiency for a light-duty passenger car application. This report summarizes the second phase of this project, which lasted 12 months. It documents two baseline vehicles, the engine modifications to the original equipment manufacturer engines, advanced aftertreatment testing, and various fuel tests to evaluate the flammability, lubricity, and material compatibility of the ethanol fuel blends.
Authors: Dodge, L. G.;Bourn, G.;Callahan, T. J.;Naegeli, D. W.;Shouse, K. R.;Smith, L. R.;Whitney, K. A.
Alternative Fuels In Trucking, Vol. 4, No. 1 (PDF)
7/1/1995
This issue includes articles on: Ford liquefied petroleum gas-powered F-700 may set sales records; California considers fuel specifications; new ultra-safe LPG fueling nozzle; CNG 18-wheeler proves efficient; and alternative fuel alliance forms.
Clean Fuels Paving the Way for America's Future: A Source for Information on Clean Burning Alternative Transportation Fuels (PDF)
4/1/1995
With so many alternative fuels being promoted by various groups, it is important for legislators, the public and all interested parties to understand the different fuels that are available, how they are made, how they are used and their impact on the environment. This brochure is intended to help legislators at all levels to make informed decisions and for the media, with a responsibility of informing the public, to be educated on these issues. The fuels covered in this brochure include: ethanol, ethyl tertiary butyl ether, methanol, methyl tertiary butyl ether, biodiesel, gasoline additives and combustion modifiers, electric vehicles, natural gas and propane. It also summarizes regional and state clean fuel policies and regulations.
Potential Impacts on Air Quality of the Use of Ethanol as an Alternative Fuel (PDF)
9/1/1994
This study consisted of field tests to evaluate the potential air quality impacts of using ethanol-gasoline blends to fuel motor vehicles. Researchers took ambient air measurements at a centrally located site in Albuquerque, New Mexico during the summer of 1993 and the winter of 1994 for comparative analysis. Researchers also measured wind speed, wind direction, ozone, nitric oxide, oxides of nitrogen, carbon monoxide, peroxyacetyl nitrate, aldehydes, organic acids, daytime temperature, and ultraviolet-B radiation by using a wide array of analytical instrumentation. The results of the measurement studies are discussed and analyzed with regard to the potential primary emissions of acetaldehyde from ethanol in the fuel mixture. This report also assesses the potential for using carbon isotopic analysis to determine the relative roles of various sources of hydrocarbons (natural versus anthropogenic) and proposes this method as a means of better estimating the relative impacts of ethanol fuel usage on urban air quality.
Authors: Gaffney, J.S.;Marley, N.A.
Injector Spray Characterization of Methanol in Reciprocating Engines (PDF)
6/1/1994
This report covers a study that addressed cold-starting problems in alcohol-fueled, spark-ignition engines by using fine-spray port-fuel injectors to inject fuel directly into the cylinder. This task included development and characterization of some very fine-spray, port-fuel injectors for a methanol-fueled spark-ignition engine. After determining the spray characteristics, a computational study was performed to estimate the evaporation rate of the methanol fuel spray under cold-starting and steady-state conditions.
Authors: Dodge, L.;Naegeli, D.
Certification of a Carbureted Aircraft Engine on Ethanol Fuel (PDF)
1/1/1994
Aircraft used in commercial operations must be licensed by the Federal Aviation Administration (FAA) in a certified category. In order to certify a new fuel, the engine and the airframe must both satisfy FAA requirements. The technical feasibility of ethanol as an aviation fuel was established over a 13 year period of research, development, flight test and demonstrations. A previous program obtained FAA certification for a fuel injected aircraft engine to use denatured 200 proof ethanol. It was determined that the use of ethanol in flight training operations would best establish the economic viability of ethanol while avoiding distribution problems. The most common flight trainer, the Cessna 152, was chosen to be certified. This aircraft is powered by a carbureted Lycoming engine, the O-235. This engine was modified to use ethanol and a test plan for certification was submitted to the FAA. The plan was accepted and the test conditions successfully met. After airframe certification, this aircraft will be placed in the flight training program at Baylor University and Texas State Technical College.
Authors: Shauck, M. E.;Tubbs J.;Zanin, M. G.
Alternative Fuels in Trucking, Vol. 2, No. 4 (PDF)
10/1/1993
This issue includes articles on: 1) reinventing transportation: alternative fuels, the federal fleet conversion task force, and the trucking industry; 2) nearly neat (100%) ethanol snow plows in Hennepin County, Minnesota; and 3) alternative fuels power trucking into the 21st century.
