average fuel consumption: Topics by Science.gov

Sample records for average fuel consumption

Predicting vehicle fuel consumption patterns using floating vehicle data.

PubMed

Du, Yiman; Wu, Jianping; Yang, Senyan; Zhou, Liutong

2017-09-01

The status of energy consumption and air pollution in China is serious. It is important to analyze and predict the different fuel consumption of various types of vehicles under different influence factors. In order to fully describe the relationship between fuel consumption and the impact factors, massive amounts of floating vehicle data were used. The fuel consumption pattern and congestion pattern based on large samples of historical floating vehicle data were explored, drivers' information and vehicles' parameters from different group classification were probed, and the average velocity and average fuel consumption in the temporal dimension and spatial dimension were analyzed respectively. The fuel consumption forecasting model was established by using a Back Propagation Neural Network. Part of the sample set was used to train the forecasting model and the remaining part of the sample set was used as input to the forecasting model. Copyright © 2017. Published by Elsevier B.V.
Effect of battery state of charge on fuel use and pollutant emissions of a full hybrid electric light duty vehicle

NASA Astrophysics Data System (ADS)

Duarte, G. O.; Varella, R. A.; Gonçalves, G. A.; Farias, T. L.

2014-01-01

This research work focuses on evaluating the effect of battery state of charge (SOC) in the fuel consumption and gaseous pollutant emissions of a Toyota Prius Full Hybrid Electric Vehicle, using the Vehicle Specific Power Methodology. Information on SOC, speed and engine management was obtained from the OBD interface, with additional data collected from a 5 gas analyzer and GPS receiver with barometric altimeter. Compared with average results, 40-50% battery SOC presented higher fuel consumption (57%), as well as higher CO2 (56%), CO (27%) and NOx (55.6%) emissions. For battery SOC between 50 and 60%, fuel consumption and CO2 were 9.7% higher, CO was 1.6% lower and NOx was 20.7% lower than average. For battery SOC between 60 and 70%, fuel consumption was 3.4% lower, CO2 was 3.6% lower, CO was 6.9% higher and NOx was 24.4% higher than average. For battery SOC between 70 and 80%, fuel consumption was 39.9% lower, CO2 was 38% lower, CO was 33.9% lower and NOx was 61.4% lower than average. The effect of engine OFF periods was analyzed for CO and NOx emissions. For OFF periods higher than 30 s, increases of 63% and 73% respectively were observed.
10 CFR Appendix P to Subpart B of... - Uniform Test Method for Measuring the Energy Consumption of Pool Heaters

Code of Federal Regulations, 2012 CFR

2012-01-01

...-1994. The expression of fuel consumption for oil-fired pool heaters shall be in Btu. 4.2Average annual fossil fuel energy for pool heaters. The average annual fuel energy for pool heater, EF, is defined as... of pool operating hours=4464 h QIN=rated fuel energy input as defined according to 2.9.1 or 2.9.2 of...
Comparison of flexible fuel vehicle and life-cycle fuel consumption and emissions of selected pollutants and greenhouse gases for ethanol 85 versus gasoline.

PubMed

Zhai, Haibo; Frey, H Christopher; Rouphail, Nagui M; Gonçalves, Gonçalo A; Farias, Tiago L

2009-08-01

The objective of this research is to evaluate differences in fuel consumption and tailpipe emissions of flexible fuel vehicles (FFVs) operated on ethanol 85 (E85) versus gasoline. Theoretical ratios of fuel consumption and carbon dioxide (CO2) emissions for both fuels are estimated based on the same amount of energy released. Second-by-second fuel consumption and emissions from one FFV Ford Focus fueled with E85 and gasoline were measured under real-world traffic conditions in Lisbon, Portugal, using a portable emissions measurement system (PEMS). Cycle average dynamometer fuel consumption and emission test results for FFVs are available from the U.S. Department of Energy, and emissions certification test results for ethanol-fueled vehicles are available from the U.S. Environmental Protection Agency. On the basis of the PEMS data, vehicle-specific power (VSP)-based modal average fuel and emission rates for both fuels are estimated. For E85 versus gasoline, empirical ratios of fuel consumption and CO2 emissions agree within a margin of error to the theoretical expectations. Carbon monoxide (CO) emissions were found to be typically lower. From the PEMS data, nitric oxide (NO) emissions associated with some higher VSP modes are higher for E85. From the dynamometer and certification data, average hydrocarbon (HC) and nitrogen oxides (NOx) emission differences vary depending on the vehicle. The differences of average E85 versus gasoline emission rates for all vehicle models are -22% for CO, 12% for HC, and -8% for NOx emissions, which imply that replacing gasoline with E85 reduces CO emissions, may moderately decrease NOx tailpipe emissions, and may increase HC tailpipe emissions. On a fuel life cycle basis for corn-based ethanol versus gasoline, CO emissions are estimated to decrease by 18%. Life-cycle total and fossil CO2 emissions are estimated to decrease by 25 and 50%, respectively; however, life-cycle HC and NOx emissions are estimated to increase by 18 and 82%, respectively.
Electric Power Monthly, June 1990

DOE Office of Scientific and Technical Information (OSTI.GOV)

Not Available

1990-09-13

The EPM is prepared by the Electric Power Division; Office of Coal, Nuclear, Electric and Alternate Fuels, Energy Information Administration (EIA), Department of Energy. This publication provides monthly statistics at the national, Census division, and State levels for net generation, fuel consumption, fuel stocks, quantity and quality of fuel, electricity sales, and average revenue per kilowatthour of electricity sold. Data on net generation are also displayed at the North American Electric Reliability Council (NERC) region level. Additionally, company and plant level information are published in the EPM on capability of new plants, net generation, fuel consumption, fuel stocks, quantity andmore » quality of fuel, and cost of fuel. Quantity, quality, and cost of fuel data lag the net generation, fuel consumption, fuel stocks, electricity sales, and average revenue per kilowatthour data by 1 month. This difference in reporting appears in the national, Census division, and State level tables. However, at the plant level, all statistics presented are for the earlier month for the purpose of comparison. 40 tabs.« less
Current and future industrial energy service characterizations. Volume III. Energy data on 15 selected states' manufacturing subsector

DOE Office of Scientific and Technical Information (OSTI.GOV)

Krawiec, F.; Thomas, T.; Jackson, F.

1980-11-01

An examination is made of the current and future energy demands, and uses, and cost to characterize typical applications and resulting services in the US and industrial sectors of 15 selected states. Volume III presents tables containing data on selected states' manufacturing subsector energy consumption, functional uses, and cost in 1974 and 1976. Alabama, California, Illinois, Indiana, Louisiana, Michigan, Missouri, New Jersey, New York, Ohio, Oregon, Pennsylvania, Texas, West Virginia, and Wisconsin were chosen as having the greatest potential for replacing conventional fuel with solar energy. Basic data on the quantities, cost, and types of fuel and electric energy purchasedmore » by industr for heat and power were obtained from the 1974 and 1976 Annual Survey of Manufacturers. The specific indutrial energy servic cracteristics developed for each selected state include. 1974 and 1976 manufacturing subsector fuels and electricity consumption by 2-, 3-, and 4-digit SIC and primary fuel (quantity and relative share); 1974 and 1976 manufacturing subsector fuel consumption by 2-, 3-, and 4-digit SIC and primary fuel (quantity and relative share); 1974 and 1976 manufacturing subsector average cost of purchsed fuels and electricity per million Btu by 2-, 3-, and 4-digit SIC and primary fuel (in 1976 dollars); 1974 and 1976 manufacturing subsector fuels and electric energy intensity by 2-, 3-, and 4-digit SIC and primary fuel (in 1976 dollars); manufacturing subsector average annual growth rates of (1) fuels and electricity consumption, (2) fuels and electric energy intensity, and (3) average cost of purchased fuels and electricity (1974 to 1976). Data are compiled on purchased fuels, distillate fuel oil, residual ful oil, coal, coal, and breeze, and natural gas. (MCW)« less
Modeling transit bus fuel consumption on the basis of cycle properties.

PubMed

Delgado, Oscar F; Clark, Nigel N; Thompson, Gregory J

2011-04-01

A method exists to predict heavy-duty vehicle fuel economy and emissions over an "unseen" cycle or during unseen on-road activity on the basis of fuel consumption and emissions data from measured chassis dynamometer test cycles and properties (statistical parameters) of those cycles. No regression is required for the method, which relies solely on the linear association of vehicle performance with cycle properties. This method has been advanced and examined using previously published heavy-duty truck data gathered using the West Virginia University heavy-duty chassis dynamometer with the trucks exercised over limited test cycles. In this study, data were available from a Washington Metropolitan Area Transit Authority emission testing program conducted in 2006. Chassis dynamometer data from two conventional diesel buses, two compressed natural gas buses, and one hybrid diesel bus were evaluated using an expanded driving cycle set of 16 or 17 different driving cycles. Cycle properties and vehicle fuel consumption measurements from three baseline cycles were selected to generate a linear model and then to predict unseen fuel consumption over the remaining 13 or 14 cycles. Average velocity, average positive acceleration, and number of stops per distance were found to be the desired cycle properties for use in the model. The methodology allowed for the prediction of fuel consumption with an average error of 8.5% from vehicles operating on a diverse set of chassis dynamometer cycles on the basis of relatively few experimental measurements. It was found that the data used for prediction should be acquired from a set that must include an idle cycle along with a relatively slow transient cycle and a relatively high speed cycle. The method was also applied to oxides of nitrogen prediction and was found to have less predictive capability than for fuel consumption with an average error of 20.4%.
Accounting for the Variation of Driver Aggression in the Simulation of Conventional and Advanced Vehicles (Presentation)

DOE Office of Scientific and Technical Information (OSTI.GOV)

Neubauer, J.; Wood, E.

2013-05-01

This presentation discusses a method of accounting for realistic levels of driver aggression to higher-level vehicle studies, including the impact of variation in real-world driving characteristics (acceleration and speed) on vehicle energy consumption and different powertrains (e.g., conventionally powered vehicles versus electrified drive vehicles [xEVs]). Aggression variation between drivers can increase fuel consumption by more than 50% or decrease it by more than 20% from average. The normalized fuel consumption deviation from average as a function of population percentile was found to be largely insensitive to powertrain. However, the traits of ideal driving behavior are a function of powertrain. Inmore » conventional vehicles, kinetic losses dominate rolling resistance and aerodynamic losses. In xEVs with regenerative braking, rolling resistance and aerodynamic losses dominate. The relation of fuel consumption predicted from real-world drive data to that predicted by the industry-standard HWFET, UDDS, LA92, and US06 drive cycles was not consistent across powertrains, and varied broadly from the mean, median, and mode of real-world driving. A drive cycle synthesized by NREL's DRIVE tool accurately and consistently reproduces average real-world for multiple powertrains within 1%, and can be used to calculate the fuel consumption effects of varying levels of driver aggression.« less
10 CFR 474.2 - Definitions.

Code of Federal Regulations, 2014 CFR

2014-01-01

...; PETROLEUM-EQUIVALENT FUEL ECONOMY CALCULATION § 474.2 Definitions. For the purposes of this part, the term: Combined energy consumption value means the weighted average of the Urban Dynamometer Driving Schedule and the Highway Fuel Economy Driving Schedule energy consumption values (weighted 55/45 percent...
10 CFR 474.2 - Definitions.

Code of Federal Regulations, 2012 CFR

2012-01-01

...; PETROLEUM-EQUIVALENT FUEL ECONOMY CALCULATION § 474.2 Definitions. For the purposes of this part, the term: Combined energy consumption value means the weighted average of the Urban Dynamometer Driving Schedule and the Highway Fuel Economy Driving Schedule energy consumption values (weighted 55/45 percent...
10 CFR 474.2 - Definitions.

Code of Federal Regulations, 2013 CFR

2013-01-01

...; PETROLEUM-EQUIVALENT FUEL ECONOMY CALCULATION § 474.2 Definitions. For the purposes of this part, the term: Combined energy consumption value means the weighted average of the Urban Dynamometer Driving Schedule and the Highway Fuel Economy Driving Schedule energy consumption values (weighted 55/45 percent...
Using field data to assess model predictions of surface and ground fuel consumption by wildfire in coniferous forests of California

NASA Astrophysics Data System (ADS)

Lydersen, Jamie M.; Collins, Brandon M.; Ewell, Carol M.; Reiner, Alicia L.; Fites, Jo Ann; Dow, Christopher B.; Gonzalez, Patrick; Saah, David S.; Battles, John J.

2014-03-01

Inventories of greenhouse gas (GHG) emissions from wildfire provide essential information to the state of California, USA, and other governments that have enacted emission reductions. Wildfires can release a substantial amount of GHGs and other compounds to the atmosphere, so recent increases in fire activity may be increasing GHG emissions. Quantifying wildfire emissions however can be difficult due to inherent variability in fuel loads and consumption and a lack of field data of fuel consumption by wildfire. We compare a unique set of fuel data collected immediately before and after six wildfires in coniferous forests of California to fuel consumption predictions of the first-order fire effects model (FOFEM), based on two different available fuel characterizations. We found strong regional differences in the performance of different fuel characterizations, with FOFEM overestimating the fuel consumption to a greater extent in the Klamath Mountains than in the Sierra Nevada. Inaccurate fuel load inputs caused the largest differences between predicted and observed fuel consumption. Fuel classifications tended to overestimate duff load and underestimate litter load, leading to differences in predicted emissions for some pollutants. When considering total ground and surface fuels, modeled consumption was fairly accurate on average, although the range of error in estimates of plot level consumption was very large. These results highlight the importance of fuel load input to the accuracy of modeled fuel consumption and GHG emissions from wildfires in coniferous forests.
DOE Office of Scientific and Technical Information (OSTI.GOV)

NONE

The Coal and Electric Data and Renewables Division; Office of Coal, Nuclear, Electric and Alternate Fuels, Energy Information Administration (EIA), Department of Energy prepares the EPM. This publication provides monthly statistics at the State, Census division, and U.S. levels for net generation, fossil fuel consumption and stocks, quantity and quality of fossil fuels, cost of fossil fuels, electricity retail sales, associated revenue, and average revenue per kilowatthour of electricity sold. In addition, data on net generation, fuel consumption, fuel stocks, quantity and cost of fossil fuels are also displayed for the North American Electric Reliability Council (NERC) regions. The EIAmore » publishes statistics in the EPM on net generation by energy source; consumption, stocks, quantity, quality, and cost of fossil fuels; and capability of new generating units by company and plant.« less
Influence of test fuel properties and composition on UNECE R101 CO2 and fuel economy valuation

NASA Astrophysics Data System (ADS)

Parker, A.

2015-12-01

CO2 emission and fuel consumption of passenger cars is now assessed by using a simplistic procedure measuring the emission during a test performed without any control of the fuel properties and computing the fuel consumption through an unsophisticated formula. As pump gasoline and diesel fuels are refinery products mixture of many different hydrocarbons, and in case of gasoline may also contain a significant amount of oxygenates, the fuel properties, including the density, carbon and energy content may strongly vary from one pump fuel to the other. Being the specific test fuels carefully selected by the car manufacturers and everything but randomly chosen pump fuels, the claimed CO2 emission and fuel economy figures may differ largely from the certification values. I show from the analysis of the 2014 UK government data for 2358 diesel and 2103 petrol vehicles how same volumes of only theoretically same pump fuels used during the certification test by the cars manufacturers unfortunately do not produce the same carbon dioxide emission, and very likely do not have the same energy content. The CO2 emission per liter of diesel fuel is shown to oscillate froma maximum of 3049 g to a minimum of 2125 g, with an average of 2625 g, froma +16.13% to a -19.06% of the average. TheCO2 emission per liter of petrol fuel is shown to oscillate even more from a maximum of 3735 g to a minimum of 1767 g with an average of 2327 g, from a +60.48% to a -24.05% of the average. The proposed solution is to center the assessment on the energy demand by measuring with accuracy the mass of fuel consumed and the fuel properties of the test fuel starting from the lower heating. The corrected fuel consumption and the corrected carbon dioxide emission to mention from the test are then computed by using pure hydrocarbon reference fuels for diesel and petrol having a given lower heating value and a given hydrocarbon composition. Alternatively, exactly the same test fuel should be used by all the manufacturers.
Laboratory demonstration and field verification of a Wireless Cookstove Sensing System (WiCS) for determining cooking duration and fuel consumption

DOE PAGES

Graham, Eric A.; Patange, Omkar; Lukac, Martin; ...

2014-08-27

With improved cookstoves (ICs) increasingly distributed to households for a range of air pollution interventions and carbon-credit programs, it has become necessary to accurately monitor the duration of cooking and the amount of fuel consumed. In this study, laboratory trials were used to create temperature-based algorithms for quantifying cooking duration and estimating fuel consumption from stove temperatures. Field validation of the algorithms employed a Wireless Cookstove Sensing System (WiCS) that offers remote, low-cost temperature sensing and the wireless transmission of temperature data to a centralized database using local cellular networks. Field trials included 68 unscripted household cooking events. In themore » laboratory, temperature responses of the IC body and that of a removable temperature probe (J-bar) followed well-known physical models during cooking, indicating that location of the temperature sensor is not critical. In the laboratory, the classification correctly identified active cooking 97.2% of the time. In the field, the cooking duration was not statistically different from that recorded by trained volunteers; the average difference between calculated and observed cooking times was 0.03 ± 0.31 h (mean ± SD). In the laboratory, energy flux from the IC was calculated using temperatures measured by the J-bar and on the IC body and found to be proportional to the total energy in the consumed fuel, with an r 2 correlation value of 0.95. Here in the field, the average fuel consumption was calculated to be 0.97 ± 0.32 kg compared to that recorded by volunteers of 1.19 ± 0.37 kg with an average difference between calculated and observed fuel mass of 0.21 ± 0.37 kg per event. Finally, despite wide variation in observed cooking duration and fuel consumption per event, a relatively constant rate of fuel consumption of 0.48 kg h -1 was calculated for users of the same type of IC.« less
40 CFR 91.419 - Raw emission sampling calculations.

Code of Federal Regulations, 2011 CFR

2011-07-01

... a test [g/kW-hr]. Wi = Average mass flow rate (WHC, WCO, WNOx) of an emission from the test engine during mode i, [g/hr]. fi = Weighting factors for each mode according to § 91.410(a) Pi = Average power... brake-specific fuel consumption in grams of fuel per kilowatt-hour (g/kW-hr). Fi = Fuel mass flow rate...
40 CFR 91.419 - Raw emission sampling calculations.

Code of Federal Regulations, 2014 CFR

2014-07-01

... a test [g/kW-hr]. Wi = Average mass flow rate (WHC, WCO, WNOx) of an emission from the test engine during mode i, [g/hr]. fi = Weighting factors for each mode according to § 91.410(a) Pi = Average power... brake-specific fuel consumption in grams of fuel per kilowatt-hour (g/kW-hr). Fi = Fuel mass flow rate...
40 CFR 91.419 - Raw emission sampling calculations.

Code of Federal Regulations, 2010 CFR

2010-07-01

... a test [g/kW-hr]. Wi = Average mass flow rate (WHC, WCO, WNOx) of an emission from the test engine during mode i, [g/hr]. fi = Weighting factors for each mode according to § 91.410(a) Pi = Average power... brake-specific fuel consumption in grams of fuel per kilowatt-hour (g/kW-hr). Fi = Fuel mass flow rate...
40 CFR 91.419 - Raw emission sampling calculations.

Code of Federal Regulations, 2012 CFR

2012-07-01

... a test [g/kW-hr]. Wi = Average mass flow rate (WHC, WCO, WNOx) of an emission from the test engine during mode i, [g/hr]. fi = Weighting factors for each mode according to § 91.410(a) Pi = Average power... brake-specific fuel consumption in grams of fuel per kilowatt-hour (g/kW-hr). Fi = Fuel mass flow rate...
40 CFR 91.419 - Raw emission sampling calculations.

Code of Federal Regulations, 2013 CFR

2013-07-01

... a test [g/kW-hr]. Wi = Average mass flow rate (WHC, WCO, WNOx) of an emission from the test engine during mode i, [g/hr]. fi = Weighting factors for each mode according to § 91.410(a) Pi = Average power... brake-specific fuel consumption in grams of fuel per kilowatt-hour (g/kW-hr). Fi = Fuel mass flow rate...

Automobile fuel economy : potential effects of increasing the corporate average fuel economy standards

DOT National Transportation Integrated Search

2000-08-01

Between 1981 and 1999, the average price of gasoline, adjusted for inflation, declined more than 60 percent. During the same period, the U.S. transportation sector's consumption of oil rose from less than 10 million to nearly 13 million barrels per d...
Electric Power Monthly

EIA Publications

2017-01-01

Provides monthly statistics at the state, Census division, and U.S. levels for net generation, fossil fuel consumption and stocks, quantity and quality of fossil fuels, cost of fossil fuels, electricity sales, revenue, and average revenue per kilowatthour of electricity sold.
Estimate of Fuel Consumption and GHG Emission Impact from an Automated Mobility District

DOE Office of Scientific and Technical Information (OSTI.GOV)

Chen, Yuche; Young, Stanley; Qi, Xuewei

2015-10-19

This study estimates the range of fuel and emissions impact of an automated-vehicle (AV) based transit system that services campus-based developments, termed an automated mobility district (AMD). The study develops a framework to quantify the fuel consumption and greenhouse gas (GHG) emission impacts of a transit system comprised of AVs, taking into consideration average vehicle fleet composition, fuel consumption/GHG emission of vehicles within specific speed bins, and the average occupancy of passenger vehicles and transit vehicles. The framework is exercised using a previous mobility analysis of a personal rapid transit (PRT) system, a system which shares many attributes with envisionedmore » AV-based transit systems. Total fuel consumption and GHG emissions with and without an AMD are estimated, providing a range of potential system impacts on sustainability. The results of a previous case study based of a proposed implementation of PRT on the Kansas State University (KSU) campus in Manhattan, Kansas, serves as the basis to estimate personal miles traveled supplanted by an AMD at varying levels of service. The results show that an AMD has the potential to reduce total system fuel consumption and GHG emissions, but the amount is largely dependent on operating and ridership assumptions. The study points to the need to better understand ride-sharing scenarios and calls for future research on sustainability benefits of an AMD system at both vehicle and system levels.« less
Short-Term Energy Outlook Model Documentation: Motor Gasoline Consumption Model

EIA Publications

2011-01-01

The motor gasoline consumption module of the Short-Term Energy Outlook (STEO) model is designed to provide forecasts of total U.S. consumption of motor gasolien based on estimates of vehicle miles traveled and average vehicle fuel economy.
40 CFR 72.6 - Applicability.

Code of Federal Regulations, 2013 CFR

2013-07-01

... a Btu basis) fossil fuel. (b) The following types of units are not affected units subject to the... fossil fuels. For solid waste incinerators which began operation before January 1, 1985, the average annual fuel consumption of non-fossil fuels for calendar years 1985 through 1987 must be greater than 80...
40 CFR 72.6 - Applicability.

Code of Federal Regulations, 2010 CFR

2010-07-01

... a Btu basis) fossil fuel. (b) The following types of units are not affected units subject to the... fossil fuels. For solid waste incinerators which began operation before January 1, 1985, the average annual fuel consumption of non-fossil fuels for calendar years 1985 through 1987 must be greater than 80...
40 CFR 72.6 - Applicability.

Code of Federal Regulations, 2011 CFR

2011-07-01

... a Btu basis) fossil fuel. (b) The following types of units are not affected units subject to the... fossil fuels. For solid waste incinerators which began operation before January 1, 1985, the average annual fuel consumption of non-fossil fuels for calendar years 1985 through 1987 must be greater than 80...
40 CFR 72.6 - Applicability.

Code of Federal Regulations, 2012 CFR

2012-07-01

... a Btu basis) fossil fuel. (b) The following types of units are not affected units subject to the... fossil fuels. For solid waste incinerators which began operation before January 1, 1985, the average annual fuel consumption of non-fossil fuels for calendar years 1985 through 1987 must be greater than 80...
40 CFR 72.6 - Applicability.

Code of Federal Regulations, 2014 CFR

2014-07-01

... a Btu basis) fossil fuel. (b) The following types of units are not affected units subject to the... fossil fuels. For solid waste incinerators which began operation before January 1, 1985, the average annual fuel consumption of non-fossil fuels for calendar years 1985 through 1987 must be greater than 80...
A study on the relationship between urban roads and car fuel consumption based on the ST-matching algorithm

NASA Astrophysics Data System (ADS)

Liu, Mingshan; Zhang, Wenbo; Zhou, Yuan; Xun, Yanqin; Wang, Rui

2017-07-01

Since the study of fuel consumptions is of great importance and the related data is accessible, many researches about factors affecting fuel consumptions have appeared.To sum up, the driving style of drivers, automobile emissions and the type of the routes are the mainly three factors.Classification is relatively single.In order to improve the classification accuracy' this text studies that there exist some special roads,when drivers drive through them,their fuel consumptions will be similar because of road qualities.To achieve this goal, the first step is to calculate fuel consumptions per 100km of all city roads.Recognizing and examining special roads based on the ST-Matching algorithm.Third is to analyze road qualities of special roads like the length of roads, the speed of driving, and compare them with other common roads.Then we choose 4 cases to analyze. We find that when driving through special roads, fuel consumptions would be similar because of road qualities.Besides, the average length of special roads is longer than common roads' and the mean velocity, the speed of getting and off special roads are faster than common roads'.The findings in this paper can filter out special road segments as noisy data in the study of relationship between driving styles and fuel consumptions,and it also has very high practical significance on recommending fuel-efficient paths.
Performance of a small compression ignition engine fuelled by liquified petroleum gas

NASA Astrophysics Data System (ADS)

Ambarita, Himsar; Yohanes Setyawan, Eko; Ginting, Sibuk; Naibaho, Waldemar

2017-09-01

In this work, a small air cooled single cylinder of diesel engine with a rated power of 2.5 kW at 3000 rpm is tested in two different modes. In the first mode, the CI engines run on diesel fuel mode. In the second mode, the CI engine run on liquified petroleum gas (LPG) mode. In order to simulate the load, a generator is employed. The load is fixed at 800 W and engine speed varies from 2400 rpm to 3400 rpm. The out power, specific fuel consumption, and brake thermal efficiency resulted from the engine in both modes are compared. The results show that the output power of the CI engine run on LPG fuel is comparable with the engine run on diesel fuel. However, the specific fuel consumption of the CI engine with LPG fuel is higher 17.53% in average in comparison with the CI engine run on diesel fuel. The efficiency of the CI engine with LPG fuel is lower 21.43% in average in comparison with the CI engine run on diesel fuel.
75 FR 9596 - Environmental Impacts Statements; Notice of Availability

Federal Register 2010, 2011, 2012, 2013, 2014

2010-03-03

.... 20100057, Final EIS, NHTSA, 00, Corporate Average Fuel Economy (CAFE) Standards Passenger Car and Light Trucks Model Years 2012-2016, To Reduce National Energy Consumption by Increasing the Fuel Economy of...
78 FR 34105 - Proposed Information Collection Activity; Comment Request

Federal Register 2010, 2011, 2012, 2013, 2014

2013-06-06

... include Natural Gas, Electricity, Fuel Oil, Propane, Wood and Coal. The average annual primary home energy... using a secondary source of heat. Annual Heating Fuel Consumption: The grantee would need to collect...
Preliminary design data package, appendices C1 and C2

NASA Technical Reports Server (NTRS)

1980-01-01

The HYBRID2 program which computes the fuel and energy consumption of a hybrid vehicle with a bi-modal control strategy over specified component driving cycles is described. Fuel and energy consumption are computed separately for the two modes of operation. The program also computes yearly average fuel and energy consumption using a composite driving cycle which varies as a function of daily travel. The modelling techniques are described, and subroutines and their functions are given. The composition of modern automobiles is discussed along with the energy required to manufacture an American automobile. The energy required to scrap and recycle automobiles is also discussed.
DOE Office of Scientific and Technical Information (OSTI.GOV)

Chen, Yuche; Young, Stanley; Gonder, Jeff

This study estimates the range of fuel and emissions impact of an automated-vehicle (AV) based transit system that services campus-based developments, termed an automated mobility district (AMD). The study develops a framework to quantify the fuel consumption and greenhouse gas (GHG) emission impacts of a transit system comprised of AVs, taking into consideration average vehicle fleet composition, fuel consumption/GHG emission of vehicles within specific speed bins, and the average occupancy of passenger vehicles and transit vehicles. The framework is exercised using a previous mobility analysis of a personal rapid transit (PRT) system, a system which shares many attributes with envisionedmore » AV-based transit systems. Total fuel consumption and GHG emissions with and without an AMD are estimated, providing a range of potential system impacts on sustainability. The results of a previous case study based of a proposed implementation of PRT on the Kansas State University (KSU) campus in Manhattan, Kansas, serves as the basis to estimate personal miles traveled supplanted by an AMD at varying levels of service. The results show that an AMD has the potential to reduce total system fuel consumption and GHG emissions, but the amount is largely dependent on operating and ridership assumptions. The study points to the need to better understand ride-sharing scenarios and calls for future research on sustainability benefits of an AMD system at both vehicle and system levels.« less
DOE Office of Scientific and Technical Information (OSTI.GOV)

Graham, Eric A.; Patange, Omkar; Lukac, Martin

With improved cookstoves (ICs) increasingly distributed to households for a range of air pollution interventions and carbon-credit programs, it has become necessary to accurately monitor the duration of cooking and the amount of fuel consumed. In this study, laboratory trials were used to create temperature-based algorithms for quantifying cooking duration and estimating fuel consumption from stove temperatures. Field validation of the algorithms employed a Wireless Cookstove Sensing System (WiCS) that offers remote, low-cost temperature sensing and the wireless transmission of temperature data to a centralized database using local cellular networks. Field trials included 68 unscripted household cooking events. In themore » laboratory, temperature responses of the IC body and that of a removable temperature probe (J-bar) followed well-known physical models during cooking, indicating that location of the temperature sensor is not critical. In the laboratory, the classification correctly identified active cooking 97.2% of the time. In the field, the cooking duration was not statistically different from that recorded by trained volunteers; the average difference between calculated and observed cooking times was 0.03 ± 0.31 h (mean ± SD). In the laboratory, energy flux from the IC was calculated using temperatures measured by the J-bar and on the IC body and found to be proportional to the total energy in the consumed fuel, with an r 2 correlation value of 0.95. Here in the field, the average fuel consumption was calculated to be 0.97 ± 0.32 kg compared to that recorded by volunteers of 1.19 ± 0.37 kg with an average difference between calculated and observed fuel mass of 0.21 ± 0.37 kg per event. Finally, despite wide variation in observed cooking duration and fuel consumption per event, a relatively constant rate of fuel consumption of 0.48 kg h -1 was calculated for users of the same type of IC.« less
Alternative Fuels Data Center: Maps and Data

Science.gov Websites

View Graph Graph Download Data Generated_thumb20140811-21276-p5mcbz Average Fuel Economy at Different Road Grades Generated_thumb20140811-21276-p5mcbz Trend of Fuel Economy and Consumption at different at Various Driving Speeds Generated_thumb20170119-11720-1o8tesk Trend of fuel efficiency at different
Alternative Fuels Data Center: Delaware Transportation Data for Alternative

Science.gov Websites

local stakeholders. Gasoline Diesel Natural Gas Transportation Fuel Consumption Source: State Energy Plants 1 Renewable Power Plant Capacity (nameplate, MW) 2 Source: BioFuels Atlas from the National /gallon $2.66/GGE Source: Average prices per gasoline gallon equivalent (GGE) for the Central Atlantic
Seasonal fuel consumption, stoves, and end-uses in rural households of the far-western development region of Nepal

NASA Astrophysics Data System (ADS)

Lam, Nicholas L.; Upadhyay, Basudev; Maharjan, Shovana; Jagoe, Kirstie; Weyant, Cheryl L.; Thompson, Ryan; Uprety, Sital; Johnson, Michael A.; Bond, Tami C.

2017-12-01

Understanding how fuels and stoves are used to meet a diversity of household needs is an important step in addressing the factors leading to continued reliance on polluting devices, and thereby improving household energy programs. In Nepal and many other countries dependent on solid fuel, efforts to mitigate the impacts of residential solid fuel use have emphasized cooking while focusing less on other solid fuel dependent end-uses. We employed a four-season fuel assessment in a cohort of 110 households residing in two elevation regions of the Far-Western Development Region (Province 7) of Nepal. Household interviews and direct fuel weights were used to assess seasonality in fuel consumption and its association with stoves that met cooking and non-cooking needs. Per-capita fuel consumption in winter was twice that of other measured seasons, on average. This winter increase was attributed to greater prevalence of use and fuel consumption by supplemental stoves, not the main cooking stove. End-use profiles showed that fuel was used in supplemental stoves to meet the majority of non-meal needs in the home, notably water heating and preparation of animal food. This emphasis on fuels, stoves, and the satisfaction of energy needs—rather than just stoves or fuels—leads to a better understanding of the factors leading to device and fuel choice within households.
Water intensity of transportation.

PubMed

King, Carey W; Webber, Michael E

2008-11-01

As the need for alternative transportation fuels increases, it is important to understand the many effects of introducing fuels based upon feedstocks other than petroleum. Water intensity in "gallons of water per mile traveled" is one method to measure these effects on the consumer level. In this paper we investigate the water intensity for light duty vehicle (LDV) travel using selected fuels based upon petroleum, natural gas, unconventional fossil fuels, hydrogen, electricity, and two biofuels (ethanol from corn and biodiesel from soy). Fuels more directly derived from fossil fuels are less water intensive than those derived either indirectly from fossil fuels (e.g., through electricity generation) or directly from biomass. The lowest water consumptive (<0.15 gal H20/mile) and withdrawal (<1 gal H2O/mile) rates are for LDVs using conventional petroleum-based gasoline and diesel, nonirrigated biofuels, hydrogen derived from methane or electrolysis via nonthermal renewable electricity, and electricity derived from nonthermal renewable sources. LDVs running on electricity and hydrogen derived from the aggregate U.S. grid (heavily based upon fossil fuel and nuclear steam-electric power generation) withdraw 5-20 times and consume nearly 2-5 times more water than by using petroleum gasoline. The water intensities (gal H20/mile) of LDVs operating on biofuels derived from crops irrigated in the United States at average rates is 28 and 36 for corn ethanol (E85) for consumption and withdrawal, respectively. For soy-derived biodiesel the average consumption and withdrawal rates are 8 and 10 gal H2O/mile.

Alternative Fuels Data Center: Maine Transportation Data for Alternative

Science.gov Websites

connect with other local stakeholders. Gasoline Diesel Natural Gas Transportation Fuel Consumption Source Renewable Power Plants 58 Renewable Power Plant Capacity (nameplate, MW) 984 Source: BioFuels Atlas from the $2.96/gallon $2.66/GGE Source: Average prices per gasoline gallon equivalent (GGE) for the New England
Alternative Fuels Data Center: Hawaii Transportation Data for Alternative

Science.gov Websites

Diesel Natural Gas Transportation Fuel Consumption Source: State Energy Data System based on beta data Plant Capacity (nameplate, MW) 145 Source: BioFuels Atlas from the National Renewable Energy Laboratory $2.96/gallon $2.66/GGE Source: Average prices per gasoline gallon equivalent (GGE) for the West Coast
Alternative Fuels Data Center: Oklahoma Transportation Data for Alternative

Science.gov Websites

Fuel Consumption Source: State Energy Data System based on beta data converted to gasoline gallon ) 2,573 Source: BioFuels Atlas from the National Renewable Energy Laboratory Case Studies Video thumbnail Source: Average prices per gasoline gallon equivalent (GGE) for the Midwest PADD from the Alternative
Alternative Fuels Data Center: Nevada Transportation Data for Alternative

Science.gov Websites

. Gasoline Diesel Natural Gas Electricity Transportation Fuel Consumption Source: State Energy Data System Renewable Power Plant Capacity (nameplate, MW) 1,684 Source: BioFuels Atlas from the National Renewable Source: Average prices per gasoline gallon equivalent (GGE) for the West Coast PADD from the Alternative
Alternative Fuels Data Center: Montana Transportation Data for Alternative

Science.gov Websites

. Gasoline Diesel Natural Gas Transportation Fuel Consumption Source: State Energy Data System based on beta Renewable Power Plant Capacity (nameplate, MW) 2,955 Source: BioFuels Atlas from the National Renewable /gallon $2.66/GGE Source: Average prices per gasoline gallon equivalent (GGE) for the Rocky Mountain PADD
Idle emissions from heavy-duty diesel vehicles: review and recent data.

PubMed

Khan, A B M S; Clark, Nigel N; Thompson, Gregory J; Wayne, W Scott; Gautam, Mridul; Lyons, Donald W; Hawelti, Daniel

2006-10-01

Heavy-duty diesel vehicle idling consumes fuel and reduces atmospheric quality, but its restriction cannot simply be proscribed, because cab heat or air-conditioning provides essential driver comfort. A comprehensive tailpipe emissions database to describe idling impacts is not yet available. This paper presents a substantial data set that incorporates results from the West Virginia University transient engine test cell, the E-55/59 Study and the Gasoline/Diesel PM Split Study. It covered 75 heavy-duty diesel engines and trucks, which were divided into two groups: vehicles with mechanical fuel injection (MFI) and vehicles with electronic fuel injection (EFI). Idle emissions of CO, hydrocarbon (HC), oxides of nitrogen (NOx), particulate matter (PM), and carbon dioxide (CO2) have been reported. Idle CO2 emissions allowed the projection of fuel consumption during idling. Test-to-test variations were observed for repeat idle tests on the same vehicle because of measurement variation, accessory loads, and ambient conditions. Vehicles fitted with EFI, on average, emitted approximately 20 g/hr of CO, 6 g/hr of HC, 86 g/hr of NOx, 1 g/hr of PM, and 4636 g/hr of CO2 during idle. MFI equipped vehicles emitted approximately 35 g/hr of CO, 23 g/hr of HC, 48 g/hr of NOx, 4 g/hr of PM, and 4484 g/hr of CO2, on average, during idle. Vehicles with EFI emitted less idle CO, HC, and PM, which could be attributed to the efficient combustion and superior fuel atomization in EFI systems. Idle NOx, however, increased with EFI, which corresponds with the advancing of timing to improve idle combustion. Fuel injection management did not have any effect on CO2 and, hence, fuel consumption. Use of air conditioning without increasing engine speed increased idle CO2, NOx, PM, HC, and fuel consumption by 25% on average. When the engine speed was elevated from 600 to 1100 revolutions per minute, CO2 and NOx emissions and fuel consumption increased by >150%, whereas PM and HC emissions increased by approximately 100% and 70%, respectively. Six Detroit Diesel Corp. (DDC) Series 60 engines in engine test cell were found to emit less CO, NOx, and PM emissions and consumed fuel at only 75% of the level found in the chassis dynamometer data. This is because fan and compressor loads were absent in the engine test cell.
A speed guidance strategy for multiple signalized intersections based on car-following model

NASA Astrophysics Data System (ADS)

Tang, Tie-Qiao; Yi, Zhi-Yan; Zhang, Jian; Wang, Tao; Leng, Jun-Qiang

2018-04-01

Signalized intersection has great roles in urban traffic system. The signal infrastructure and the driving behavior near the intersection are paramount factors that have significant impacts on traffic flow and energy consumption. In this paper, a speed guidance strategy is introduced into a car-following model to study the driving behavior and the fuel consumption in a single-lane road with multiple signalized intersections. The numerical results indicate that the proposed model can reduce the fuel consumption and the average stop times. The findings provide insightful guidance for the eco-driving strategies near the signalized intersections.
Alternative Fuels Data Center: District of Columbia Transportation Data for

Science.gov Websites

Electricity Transportation Fuel Consumption Source: State Energy Data System based on beta data converted to (nameplate, MW) 0 Source: BioFuels Atlas from the National Renewable Energy Laboratory Videos Text Version /GGE $2.96/gallon $2.66/GGE Source: Average prices per gasoline gallon equivalent (GGE) for the Central
Alternative Fuels Data Center: Mississippi Transportation Data for

Science.gov Websites

with other local stakeholders. Gasoline Diesel Natural Gas Transportation Fuel Consumption Source Renewable Power Plants 0 Renewable Power Plant Capacity (nameplate, MW) 0 Source: BioFuels Atlas from the $2.19/GGE $2.50/gallon $2.50/GGE Diesel $2.61/gallon $2.35/GGE $2.96/gallon $2.66/GGE Source: Average
Effect of interactions between vehicles and pedestrians on fuel consumption and emissions

NASA Astrophysics Data System (ADS)

Li, Xiang; Sun, Jian-Qiao

2014-12-01

This paper presents a study of variations of fuel consumption and emissions of vehicles due to random street crossings of pedestrians. The pedestrian and vehicle movement models as well as the interaction model between the two entities are presented. Extensive numerical simulations of single and multiple cars are carried out to investigate the traffic flow rate, vehicle average speed, fuel consumption, CO, HC and NOx emissions. Generally more noncompliant road-crossings of pedestrians lead to higher level of fuel consumptions and emissions of vehicles, and the traffic situation can be improved by imposing higher vehicle speed limit to some extent. Different traffic characteristics in low and high vehicle density regions are studied. The traffic flow is more influenced by crossing pedestrians in the low vehicle density region, while in the high vehicle density region, the interactions among vehicles dominate. The main contribution of this paper lies in the qualitative analysis of the impact of the interactions between pedestrians and vehicles on the traffic, its energy economy and emissions.
Electricity Monthly Update

EIA Publications

2017-01-01

Provides analysis and highlights of the data included in the Electric Power Monthly (EPM) publication and presents tables of electricity generation, fuel consumption for generation, fossil fuel stocks, and average retail sales and prices of electricity. The Electricity Monthly Update is published at the same time as the EPM.
49 CFR 534.6 - Reporting corporate transactions.

Code of Federal Regulations, 2013 CFR

2013-10-01

... CONTEXT OF CHANGES IN CORPORATE RELATIONSHIPS § 534.6 Reporting corporate transactions. Manufacturers who... 49 Transportation 6 2013-10-01 2013-10-01 false Reporting corporate transactions. 534.6 Section... heavy-duty vehicles to which Corporate Average Fuel Economy or Fuel Consumption standards apply shall...
49 CFR 534.6 - Reporting corporate transactions.

Code of Federal Regulations, 2014 CFR

2014-10-01

... CONTEXT OF CHANGES IN CORPORATE RELATIONSHIPS § 534.6 Reporting corporate transactions. Manufacturers who... 49 Transportation 6 2014-10-01 2014-10-01 false Reporting corporate transactions. 534.6 Section... heavy-duty vehicles to which Corporate Average Fuel Economy or Fuel Consumption standards apply shall...
49 CFR 534.6 - Reporting corporate transactions.

Code of Federal Regulations, 2012 CFR

2012-10-01

... CONTEXT OF CHANGES IN CORPORATE RELATIONSHIPS § 534.6 Reporting corporate transactions. Manufacturers who... 49 Transportation 6 2012-10-01 2012-10-01 false Reporting corporate transactions. 534.6 Section... heavy-duty vehicles to which Corporate Average Fuel Economy or Fuel Consumption standards apply shall...
Alternative Fuel Vehicle Adoption Increases Fleet Gasoline Consumption and Greenhouse Gas Emissions under United States Corporate Average Fuel Economy Policy and Greenhouse Gas Emissions Standards.

PubMed

Jenn, Alan; Azevedo, Inês M L; Michalek, Jeremy J

2016-03-01

The United States Corporate Average Fuel Economy (CAFE) standards and Greenhouse Gas (GHG) Emission standards are designed to reduce petroleum consumption and GHG emissions from light-duty passenger vehicles. They do so by requiring automakers to meet aggregate criteria for fleet fuel efficiency and carbon dioxide (CO2) emission rates. Several incentives for manufacturers to sell alternative fuel vehicles (AFVs) have been introduced in recent updates of CAFE/GHG policy for vehicles sold from 2012 through 2025 to help encourage a fleet technology transition. These incentives allow automakers that sell AFVs to meet less-stringent fleet efficiency targets, resulting in increased fleet-wide gasoline consumption and emissions. We derive a closed-form expression to quantify these effects. We find that each time an AFV is sold in place of a conventional vehicle, fleet emissions increase by 0 to 60 t of CO2 and gasoline consumption increases by 0 to 7000 gallons (26,000 L), depending on the AFV and year of sale. Using projections for vehicles sold from 2012 to 2025 from the Energy Information Administration, we estimate that the CAFE/GHG AFV incentives lead to a cumulative increase of 30 to 70 million metric tons of CO2 and 3 to 8 billion gallons (11 to 30 billion liters) of gasoline consumed over the vehicles' lifetimes - the largest share of which is due to legacy GHG flex-fuel vehicle credits that expire in 2016. These effects may be 30-40% larger in practice than we estimate here due to optimistic laboratory vehicle efficiency tests used in policy compliance calculations.
GHGfrack: An Open-Source Model for Estimating Greenhouse Gas Emissions from Combustion of Fuel during Drilling and Hydraulic Fracturing.

PubMed

Vafi, Kourosh; Brandt, Adam

2016-07-19

This paper introduces GHGfrack, an open-source engineering-based model that estimates energy consumption and associated GHG emissions from drilling and hydraulic fracturing operations. We describe verification and calibration of GHGfrack against field data for energy and fuel consumption. We run GHGfrack using data from 6927 wells in Eagle Ford and 4431 wells in Bakken oil fields. The average estimated energy consumption in Eagle Ford wells using lateral hole diameters of 8 (3)/4 and 6 (1)/8 in. are 2.25 and 2.73 TJ/well, respectively. The average estimated energy consumption in Bakken wells using hole diameters of 6 in. for horizontal section is 2.16 TJ/well. We estimate average greenhouse gas (GHG) emissions of 419 and 510 tonne of equivalent CO2 per well (tonne of CO2 eq/well) for the two aforementioned assumed geometries in Eagle Ford, respectively, and 417 tonne of CO2 eq/well for the case of Bakken. These estimates are limited only to GHG emissions from combustion of diesel fuel to supply energy only for rotation of drill string, drilling mud circulation, and fracturing pumps. Sensitivity analysis of the model shows that the top three key variables in driving energy intensity in drilling are the lateral hole diameter, drill pipe internal diameter, and mud flow rate. In hydraulic fracturing, the top three are lateral casing diameter, fracturing fluid volume, and length of the lateral.
Alternative Fuels Data Center: Arkansas Transportation Data for Alternative

Science.gov Websites

Diesel Natural Gas Electricity Transportation Fuel Consumption Source: State Energy Data System based on Renewable Power Plant Capacity (nameplate, MW) 1,349 Source: BioFuels Atlas from the National Renewable $2.50/gallon $2.50/GGE Diesel $2.61/gallon $2.35/GGE $2.96/gallon $2.66/GGE Source: Average prices per
Alternative Fuels Data Center: Nebraska Transportation Data for Alternative

Science.gov Websites

Diesel Natural Gas Transportation Fuel Consumption Source: State Energy Data System based on beta data Capacity (nameplate, MW) 546 Source: BioFuels Atlas from the National Renewable Energy Laboratory Videos $2.50/gallon $2.50/GGE Diesel $2.89/gallon $2.60/GGE $2.96/gallon $2.66/GGE Source: Average prices per
In-use fuel economy of hybrid-electric school buses in Iowa.

PubMed

Hallmark, Shauna; Sperry, Bob; Mudgal, Abhisek

2011-05-01

Although it is much safer and more fuel-efficient to transport children to school in buses than in private vehicles, school buses in the United States still consume 822 million gal of diesel fuel annually, and school transportation costs can account for a significant portion of resource-constrained school district budgets. Additionally, children in diesel-powered school buses may be exposed to higher levels of particulates and other pollutants than children in cars. One solution to emission and fuel concerns is use of hybrid-electric school buses, which have the potential to reduce emissions and overall lifecycle costs compared with conventional diesel buses. Hybrid-electric technologies are available in the passenger vehicle market as well as the transit bus market and have a track record indicating fuel economy and emissions benefits. This paper summarizes the results of an in-use fuel economy evaluation for two plug-in hybrid school buses deployed in two different school districts in Iowa. Each school district selected a control bus with a route similar to that of the hybrid bus. Odometer readings, fuel consumption, and maintenance needs were recorded for each bus. The buses were deployed in 2008 and data were collected through May 2010. Fuel consumption was calculated for each school district. In Nevada, IA, the overall average fuel economy was 8.23 mpg for the hybrid and 6.35 mpg for the control bus. In Sigourney, IA, the overall average fuel economy was 8.94 mpg for the hybrid and 6.42 mpg for the control bus. The fuel consumption data were compared for the hybrid and control buses using a Wilcoxon signed rank test. Results indicate that fuel economy for the Nevada hybrid bus was 29.6% better than for the Nevada control bus, and fuel economy for the Sigourney hybrid bus was 39.2% higher than for the Sigourney control bus. Both differences were statistically significant.
Study of cost/benefit tradeoffs for reducing the energy consumption of the commercial air transportation system

NASA Technical Reports Server (NTRS)

Coykendall, R. E.; Curry, J. K.; Domke, A. E.; Madsen, S. E.

1976-01-01

Economic studies were conducted for three general fuel conserving options: (1) improving fuel consumption characteristics of existing aircraft via retrofit modifications; (2) introducing fuel efficient derivations of existing production aircraft and/or introducing fuel efficient, current state-of-the-art new aircraft; and (3) introducing an advanced state-of-the-art turboprop airplane. These studies were designed to produce an optimum airline fleet mix for the years 1980, 1985 and 1990. The fleet selected accommodated a normal growth market by introducing somewhat larger aircraft while solving for maximum departure frequencies and a minimum load factor corresponding to a 15% investment hurdle rate. Fuel burnt per available-seat-mile flown would drop 22% from 1980 to 1990 due to the use of more fuel efficient aircraft designs, larger average aircraft size, and increased seating density. An inflight survey was taken to determine air traveler attitudes towards a new generation of advanced turboprops.

Field Demonstration of Aviation Turbine Fuel MIL-T-83133C, Grade JP-8 (NATO Code F-34), at Fort Bliss, TX

DTIC Science & Technology

1992-09-01

properties of the fuels (low cloud point) as well as the logistics benefits of using the same fuel for aircraft and ground equipment. Because of this interest...logistics benefits is large consid- ering the amount of fuel used in both aviation and ground equipment. Indeed, use of the same fuel for aviation and...average fuel consumption. b. Define cost benefits /cost avoidance projections in using JP-8 for diesel-powered ground vehicles and equipment. 4. Determine
Real-world emissions and fuel consumption of diesel buses and trucks in Macao: From on-road measurement to policy implications

NASA Astrophysics Data System (ADS)

Wu, Xiaomeng; Zhang, Shaojun; Wu, Ye; Li, Zhenhua; Zhou, Yu; Fu, Lixin; Hao, Jiming

2015-11-01

A total of 13 diesel buses and 12 diesel trucks in Macao were tested using portable emission measurement systems (PEMS) including a SEMTECH-DS for gaseous emissions and a SEMTECH-PPMD for PM2.5. The average emission rates of gaseous pollutants and CO2 are developed with the operating mode defined by the instantaneous vehicle specific power (VSP) and vehicle speed. Both distance-based and fuel mass-based emission factors for gaseous pollutants (e.g., CO, THC and NOX) are further estimated under typical driving conditions. The average distance-based NOX emission of heavy-duty buses (HDBs) is higher than 13 g km-1. Considering the unfavorable conditions for selective reductions catalyst (SCR) systems, such as low-speed driving conditions, more effective technology options (e.g., dedicated natural gas buses and electric buses) should be considered by policy makers in Macao. We identified strong effects of the vehicle size, engine displacement and driving conditions on real-world CO2 emission factors and fuel consumption for diesel vehicles. Therefore, detailed profiles regarding vehicle specifications can reduce the uncertainty in their fleet-average on-road fuel consumption. In addition, strong correlations between relative emission factors and driving conditions indicated by the average speed of generated micro-trips are identified based on a micro-trip method. For example, distance-based emission factors of HDBs will increase by 39% for CO, 29% for THC, 43% for NOX and 26% for CO2 when the average speed decreases from 30 km h-1 to 20 km h-1. The mitigation of on-road emissions from diesel buses and trucks by improving traffic conditions through effective traffic and economic management measures is therefore required. This study demonstrates the important role of PEMS in understanding vehicle emissions and mitigation strategies from science to policy perspectives.
Alternative Fuels Data Center: West Virginia Transportation Data for

Science.gov Websites

Transportation Fuel Consumption Source: State Energy Data System based on beta data converted to gasoline gallon (bbl/day) 20,000 Renewable Power Plants 13 Renewable Power Plant Capacity (nameplate, MW) 751 Source Source: Average prices per gasoline gallon equivalent (GGE) for the Lower Atlantic PADD from the
Fuel Economy Regulations and Efficiency Technology Improvements in U.S. Cars Since 1975

NASA Astrophysics Data System (ADS)

MacKenzie, Donald Warren

Light-duty vehicles account for 43% of petroleum consumption and 23% of greenhouse gas emissions in the United States. Corporate Average Fuel Economy (CAFE) standards are the primary policy tool addressing petroleum consumption in the U.S., and are set to tighten substantially through 2025. In this dissertation, I address several interconnected questions on the technical, policy, and market aspects of fuel consumption reduction. I begin by quantifying historic improvements in fuel efficiency technologies since the 1970s. First. I develop a linear regression model of acceleration performance conditional on power, weight, powertrain, and body characteristics, showing that vehicles today accelerate 20-30% faster than vehicles with similar specifications in the 1970s. Second, I find that growing use of alternative materials and a switch to more weight-efficient vehicle architectures since 1975 have cut the weight of today's new cars by approximately 790 kg (46%). Integrating these results with model-level specification data, I estimate that the average fuel economy of new cars could have tripled from 1975-2009, if not for changes in performance, size, and features over this period. The pace of improvements was not uniform, averaging 5% annually from 1975-1990, but only 2% annually since then. I conclude that the 2025 standards can be met through improvements in efficiency technology, if we can return to 1980s rates of improvement, and growth in acceleration performance and feature content is curtailed. I next test the hypotheses that higher fuel prices and more stringent CAFE standards cause automotive firms to deploy efficiency technologies more rapidly. I find some evidence that higher fuel prices cause more rapid changes in technology, but little to no evidence that tighter CAFE standards increase rates of technology change. I conclude that standards alone, without continued high gasoline prices, may not drive technology improvements at rates needed to meet the 2025 CAFE standards factors determining industry support for nationwide fuel economy regulations. (Copies available exclusively from MIT Libraries, libraries.mit.edu/docs - docs@mit.edu)
Defense Energy Information System (DEIS): DEIS-80 Design System Specification. Revision B,

DTIC Science & Technology

1982-07-01

are samples of the queries that may be requested. - Display the data for DoDAAC = XXYMOX, Date = MMYY, Product Code = XXX. - What is the total...consumption in gallons. What is the percent change in total consumption (or average daily consumption) for Major Command = X---X, between this month and this...month a year ago (or this quarter and the previous 5 quarters) for distillates (or fuel oil)? What is the total consumption for each Service for the
Closing the wildland fire heat budget - measurements in the field at intermediate and operational scales

NASA Astrophysics Data System (ADS)

Dickinson, M.; Kremens, R.; Bova, A. S.

2012-12-01

Closing the wildland fire heat budget involves characterizing the heat source and energy dissipation across the range of variability in fuels and fire behavior. Meeting this challenge will lay the foundation for predicting direct ecological effects of fires and fire-atmosphere coupling. Here, we focus on the relationships between the fire radiation field, as measured from the zenith, fuel consumption, and the behavior of spreading flame fronts. Experiments were conducted in 8 m x 8 m outdoor plots using pre-conditioned wildland fuels characteristic of mixed-oak forests of the eastern United States. Using dual-band radiometers with a field of view of about 18.5 m^2 at a height of 4.2 m, we found a near-linear increase in fire radiative energy density (FRED) over a range of fuel consumption between 0.15 kg m^-2 to 3.25 kg m^-2. Using an integrated heat budget, we estimate that the fraction of total theoretical combustion energy density radiated from the plot averaged 0.17, the fraction of latent energy transported in the plume averaged 0.08, and the fraction accounted for by the combination of fire convective energy transport and soil heating averaged 0.72. Future work will require, at minimum, instantaneous and time-integrated estimates of energy transported by radiation, convection, and soil heating across a range of fuels. We introduce the Rx-CADRE project through which such measurements are being made.
Study of cost/benefit tradeoffs for reducing the energy consumption of the commercial air transportation system. [Advanced turboprop introduction

DOE Office of Scientific and Technical Information (OSTI.GOV)

Coykendall, R.E.; Curry, J.K.; Domke, A.E.

1976-06-01

Economic studies were conducted for three general fuel-conserving options: (1) improving fuel-consumption characteristics of existing aircraft via retrofit modifications; (2) introducing fuel-efficient derivations of existing production aircraft and/or introducing fuel efficient, current state-of-the-art new aircraft; and (3) introducing an advanced state-of-the-art turboprop airplane. These studies were designed to produce an optimum airline fleet mix for the years 1980, 1985 and 1990. The fleet selected accommodated a normal growth market by introducing somewhat larger aircraft while solving for maximum departure frequencies and a minimum load factor corresponding to a 15% investment hurdle rate. Fuel burnt per available-seat-mile flown would drop 22%more » from 1980 to 1990 due to the use of more fuel efficient aircraft designs, larger average aircraft size, and increased seating density. An inflight survey was taken to determine air traveler attitudes towards a new generation of advanced turboprops. (Author) (GRA)« less
Life cycle inventory energy consumption and emissions for biodiesel versus petroleum diesel fueled construction vehicles.

PubMed

Pang, Shih-Hao; Frey, H Christopher; Rasdorf, William J

2009-08-15

Substitution of soy-based biodiesel fuels for petroleum diesel will alter life cycle emissions for construction vehicles. A life cycle inventory was used to estimate fuel cycle energy consumption and emissions of selected pollutants and greenhouse gases. Real-world measurements using a portable emission measurement system (PEMS) were made forfive backhoes, four front-end loaders, and six motor graders on both fuels from which fuel consumption and tailpipe emission factors of CO, HC, NO(x), and PM were estimated. Life cycle fossil energy reductions are estimated it 9% for B20 and 42% for B100 versus petroleum diesel based on the current national energy mix. Fuel cycle emissions will contribute a larger share of total life cycle emissions as new engines enter the in-use fleet. The average differences in life cycle emissions for B20 versus diesel are: 3.5% higher for NO(x); 11.8% lower for PM, 1.6% higher for HC, and 4.1% lower for CO. Local urban tailpipe emissions are estimated to be 24% lower for HC, 20% lower for CO, 17% lower for PM, and 0.9% lower for NO(x). Thus, there are environmental trade-offs such as for rural vs urban areas. The key sources of uncertainty in the B20 LCI are vehicle emission factors.
Patterns of rural household energy use: a study in the White Nile province - the Sudan

DOE Office of Scientific and Technical Information (OSTI.GOV)

Abdu, A.S.E.

1985-01-01

The study investigates rural household domestic energy consumption patterns in a semiarid area of the Sudan. It describes the socioeconomic and evironmental context of energy use, provides an estimation of local woody biomass production and evaluates ecological impacts of increased energy demand on the local resource base. It is based on findings derived from field surveys, a systematic questionnaire and participant observations. Findings indicate that households procure traditional fuels by self-collection and purchases. Household members spent on average 20% of their working time gathering fuels. Generally per caput and total annual expenditure and consumption of domestic fuels are determined bymore » household size, physical availability, storage, prices, income, conservation, substitution and competition among fuel resource uses. Households spend on average 16% of their annual income on traditional fuels. Aggregation of fuels on heat equivalent basis and calculation of their contribution shows that on average firewood provides 63%, charcoal 20.7%, dung 10.4%, crop residues 3.4% and kerosene/diesel 2.5% of the total demand for domestic purposes. Estimated total household woodfuel demand exceeds woody biomass available from the local forests. This demand is presently satisfied by a net depletion of the local forests and purchases from other areas. Degradation of the resource base is further exacerbated by development of irrigation along the White Nile River, increasing livestock numbers (overgrazing) and forest clearance for rainfed cultivation. The most promising relevant and appropriate strategies to alleviate rural household domestic energy problems include: conservation of the existing forest, augmentation through village woodlots and community forestry programmes and improvements in end-use (stoves) and conversion (wood to charcoal) technologies.« less
New Methodology for Estimating Fuel Economy by Vehicle Class

DOE Office of Scientific and Technical Information (OSTI.GOV)

Chin, Shih-Miao; Dabbs, Kathryn; Hwang, Ho-Ling

2011-01-01

Office of Highway Policy Information to develop a new methodology to generate annual estimates of average fuel efficiency and number of motor vehicles registered by vehicle class for Table VM-1 of the Highway Statistics annual publication. This paper describes the new methodology developed under this effort and compares the results of the existing manual method and the new systematic approach. The methodology developed under this study takes a two-step approach. First, the preliminary fuel efficiency rates are estimated based on vehicle stock models for different classes of vehicles. Then, a reconciliation model is used to adjust the initial fuel consumptionmore » rates from the vehicle stock models and match the VMT information for each vehicle class and the reported total fuel consumption. This reconciliation model utilizes a systematic approach that produces documentable and reproducible results. The basic framework utilizes a mathematical programming formulation to minimize the deviations between the fuel economy estimates published in the previous year s Highway Statistics and the results from the vehicle stock models, subject to the constraint that fuel consumptions for different vehicle classes must sum to the total fuel consumption estimate published in Table MF-21 of the current year Highway Statistics. The results generated from this new approach provide a smoother time series for the fuel economies by vehicle class. It also utilizes the most up-to-date and best available data with sound econometric models to generate MPG estimates by vehicle class.« less
Research of biofuels on performance, emission and noise of diesel engine under high-altitude area

NASA Astrophysics Data System (ADS)

Xu, Kai; Huang, Hua

2018-05-01

At high altitudes and with no any adjustment for diesel engine, comparative experiments on a diesel engine about the engine's performance, emission and exhaust noise, are carried out by combusting different biofuels (pure diesel (D100), biodiesel (B100), and ethanol-biodiesel (E20)). The test results show that: compared with D100, the power performance of combusting B100 and E20 decreases, and the average drop of the torque at full-load are 4.5% and 5.7%. The equivalent fuel consumption is lower than that of diesel fuel, The decline of oil consumption rate 3˜10g/ (kW • h); At low load the emission of NOx decreases, Hat high loads, equal and higher than D100; the soot emissions decreases heavier, among them, E20 carbon dioxide emissions improved considerably; An full-load exhaust noise of B100 decreases average 3.6dB(A), E20 decreases average 4.8dB(A); In road simulation experiments exhaust noise max decreases 8.5dB(A).
Hybrid-Electric Passenger Car Carbon Dioxide and Fuel Consumption Benefits Based on Real-World Driving.

PubMed

Holmén, Britt A; Sentoff, Karen M

2015-08-18

Hybrid-electric vehicles (HEVs) have lower fuel consumption and carbon dioxide (CO2) emissions than conventional vehicles (CVs), on average, based on laboratory tests, but there is a paucity of real-world, on-road HEV emissions and performance data needed to assess energy use and emissions associated with real-world driving, including the effects of road grade. This need is especially great as the electrification of the passenger vehicle fleet (from HEVs to PHEVs to BEVs) increases in response to climate and energy concerns. We compared tailpipe CO2 emissions and fuel consumption of an HEV passenger car to a CV of the same make and model during real-world, on-the-road network driving to quantify the in-use benefit of one popular full HEV technology. Using vehicle specific power (VSP) assignments that account for measured road grade, the mean CV/HEV ratios of CO2 tailpipe emissions or fuel consumption defined the corresponding HEV "benefit" factor for each VSP class (1 kW/ton resolution). Averaging over all VSP classes for driving in all seasons, including temperatures from -13 to +35 °C in relatively steep (-13.2 to +11.5% grade), hilly terrain, mean (±SD) CO2 emission benefit factors were 4.5 ± 3.6, 2.5 ± 1.7, and 1.4 ± 0.5 for city, exurban/suburban arterial and highway driving, respectively. Benefit factor magnitude corresponded to the frequency of electric-drive-only (EDO) operation, which was modeled as a logarithmic function of VSP. A combined model explained 95% of the variance in HEV benefit for city, 75% for arterial and 57% for highway driving. Benefit factors consistently exceeded 2 for VSP classes with greater than 50% EDO (i.e., only city and arterial driving). The reported HEV benefits account for real-world road grade that is often neglected in regulatory emissions and fuel economy tests. Fuel use HEV benefit factors were 1.3 and 2 for the regulatory highway (HWFET) and city (FTP) cycles, respectively, 18% and 31% higher than the EPA adjusted fuel economy values. This study establishes the significant need for high-resolution vehicle activity and road grade data in transportation data sets to accurately forecast future petroleum and GHG emissions savings from hybridization of the passenger vehicle fleet.
Environmental effects of interstate power trading on electricity consumption mixes.

PubMed

Marriott, Joe; Matthews, H Scott

2005-11-15

Although many studies of electricity generation use national or state average generation mix assumptions, in reality a great deal of electricity is transferred between states with very different mixes of fossil and renewable fuels, and using the average numbers could result in incorrect conclusions in these studies. We create electricity consumption profiles for each state and for key industry sectors in the U.S. based on existing state generation profiles, net state power imports, industry presence by state, and an optimization model to estimate interstate electricity trading. Using these "consumption mixes" can provide a more accurate assessment of electricity use in life-cycle analyses. We conclude that the published generation mixes for states that import power are misleading, since the power consumed in-state has a different makeup than the power that was generated. And, while most industry sectors have consumption mixes similar to the U.S. average, some of the most critical sectors of the economy--such as resource extraction and material processing sectors--are very different. This result does validate the average mix assumption made in many environmental assessments, but it is important to accurately quantify the generation methods for electricity used when doing life-cycle analyses.
Advance release of data for the 1980 Statistical Year Book of the electric utility industry. [Monograph; data tables

DOE Office of Scientific and Technical Information (OSTI.GOV)

Not Available

1981-01-01

This monograph consists of 25 data tables that will be included in the subject year book, revealing such information as: total US installed generating capacity; installed capacity by states; installed capacity by ownership and type of prime mover; capability - peak load - kWh requirements; generation by states; generation by fuel; sales by years and classes of service; ultimate customers - by years and classes of service; revenues - by years and classes of service; average use and revenue per customer; average revenues per kWh sold; consumption of fossil fuels for electric generation; construction expenditures; and public-utility long-term financing.
Policy applications of a highly resolved spatial and temporal onroad carbon dioxide emissions data product for the U.S.: Analyses and their implications for mitigation

NASA Astrophysics Data System (ADS)

Mendoza Lebrun, Daniel

Onroad CO2 emissions were analyzed as part of overall GHG emissions, but those studies have suffered from one or more of these five shortcomings: 1) the spatial resolution was coarse, usually encompassing a region, or the entire U.S.; 2) the temporal resolution was coarse (annual or monthly); 3) the study region was limited, usually a metropolitan planning organization (MPO) or state; 4) fuel sales were used as a proxy to quantify fuel consumption instead of focusing on travel; 5) the spatial heterogeneity of fleet and road network composition was not considered and instead national averages are used. Normalized vehicle-type state-level spatial biases range from 2.6% to 8.1%, while the road type classification biases range from -6.3% to 16.8%. These biases are found to cause errors in reduction estimates as large as ±60%, corresponding to ±0.2 MtC, for a national-average emissions mitigation strategy focused on a 10% emissions reduction from a single vehicle class. Temporal analysis shows distinct emissions seasonality that is particularly visible in the northernmost latitudes, demonstrating peak-to-peak deviations from the annual mean of up to 50%. The hourly structure shows peak-to-peak deviation from a weekly average of up to 200% for heavy-duty (HD) vehicles and 140% for light-duty (LD) vehicles. The present study focuses on reduction of travel and fuel economy improvements by putting forth several mitigation scenarios aimed at reducing VMT and increasing vehicle fuel efficiency. It was found that the most effective independent reduction strategies are those that increase fuel efficiency by extending standards proposed by the corporate average fuel economy (CAFE) or reduction of fuel consumption due to price increases. These two strategies show cumulative emissions reductions of approximately 11% and 12%, respectively, from a business as usual (BAU) approach over the 2000-2050 period. The U.S. onroad transportation sector is long overdue a comprehensive study of CO2 emissions at a highly resolved level. Such a study would improve fossil fuel flux products by enhancing measurement accuracy and prompt location-specific mitigation policy. The carbon cycle science and policymaking communities are both poised to benefit greatly from the development of a highly resolved spatiotemporal emissions product.
Operation costs and pollutant emissions reduction by definition of new collection scheduling and optimization of MSW collection routes using GIS. The case study of Barreiro, Portugal.

PubMed

Zsigraiova, Zdena; Semiao, Viriato; Beijoco, Filipa

2013-04-01

This work proposes an innovative methodology for the reduction of the operation costs and pollutant emissions involved in the waste collection and transportation. Its innovative feature lies in combining vehicle route optimization with that of waste collection scheduling. The latter uses historical data of the filling rate of each container individually to establish the daily circuits of collection points to be visited, which is more realistic than the usual assumption of a single average fill-up rate common to all the system containers. Moreover, this allows for the ahead planning of the collection scheduling, which permits a better system management. The optimization process of the routes to be travelled makes recourse to Geographical Information Systems (GISs) and uses interchangeably two optimization criteria: total spent time and travelled distance. Furthermore, rather than using average values, the relevant parameters influencing fuel consumption and pollutant emissions, such as vehicle speed in different roads and loading weight, are taken into consideration. The established methodology is applied to the glass-waste collection and transportation system of Amarsul S.A., in Barreiro. Moreover, to isolate the influence of the dynamic load on fuel consumption and pollutant emissions a sensitivity analysis of the vehicle loading process is performed. For that, two hypothetical scenarios are tested: one with the collected volume increasing exponentially along the collection path; the other assuming that the collected volume decreases exponentially along the same path. The results evidence unquestionable beneficial impacts of the optimization on both the operation costs (labor and vehicles maintenance and fuel consumption) and pollutant emissions, regardless the optimization criterion used. Nonetheless, such impact is particularly relevant when optimizing for time yielding substantial improvements to the existing system: potential reductions of 62% for the total spent time, 43% for the fuel consumption and 40% for the emitted pollutants. This results in total cost savings of 57%, labor being the greatest contributor, representing over €11,000 per year for the two vehicles collecting glass-waste. Moreover, it is shown herein that the dynamic loading process of the collection vehicle impacts on both the fuel consumption and on pollutant emissions. Copyright © 2012 Elsevier Ltd. All rights reserved.
Performance Evaluation on Otto Engine Generator Using Gasoline and Biogas from Palm Oil Mill Effluent

NASA Astrophysics Data System (ADS)

Irvan; Trisakti, B.; Husaini, T.; Sitio, A.; Sitorus, TB

2017-06-01

Biogas is a flammable gas produced from the fermentation of organic materials by anaerobic bacteria originating from household waste manure and organic waste including palm oil mill effluent (POME). POME is mainly discharged from the sterilization unit of palm oil processing into crude palm oil. This study utilized biogas produced from liquid waste palm oil for use as fuel in the Otto engine generator 4 - stroke, type STARKE GFH1900LX with a peak power of 1.3 kW, 1.0 kW average power, bore 55 mm, stroke 40 mm, Vd 95 × 10-6 m3, Vc 10 × 10-6 m3, compression ratio of 10.5 : 1, and the number of cylinders = 1. The objective of this study is to evaluate the performance of Otto engine generator fueled with biogas that generated from POME, then comparing its performance fueled by gasoline. The performance included power, torque, specific fuel consumption, thermal efficiency, and the air-fuel ratio. Experiment was conducted by using a variation of the lamp load of 100, 200, 300, 400, and 500 W. The results revealed that the use of biogas as fuel decreased in power, torque, brake thermal efficiency, and air fuel ratio (AFR), while there is an increasing of value specific fuel consumption (SFC).
Energy Consumption and Greenhouse Gas Emission of Korean Offshore Fisheries

NASA Astrophysics Data System (ADS)

Lee, Jihoon; Kim, Taeho; Ellingsen, Harald; Hognes, Erik Skontorp; Hwang, Bokyu

2018-06-01

This paper presents the energy and greenhouse gas (GHG) emission assessments of Korean offshore fisheries. The consumption of energy by fisheries is a significant concern because of its attendant environmental effect, as well as the cost of the fuel consumed in fishing industry. With the global attention of reducing GHG emission and increasing energy efficiency of fuel, the seafood industry needs to further understand its energy use and reduce its GHG emission. In the present study, the amount of energy consumed and the GHG emission of Korean offshore fisheries in a period from 2009 to 2013 were examined. Offshore fisheries accounted for 24% of Korean production in 2013 and 60% of fuel consumption related GHG emission. Whereas the total GHG emission intensity of this sector improved slightly between 2009 and 2012; as such emission decreased by approximately 1.9%, which increased again in 2013. The average amount of total GHG emission in this five years period was 1.78 × 106 tons of carbon dioxide equivalent/year (t CO2 eq. y-1). Active fishing gear was found to consume 20% more fuel than passive gear. However, the production from passive gear was 28%, lower than 72% from active gear. The reason for this is that less abundant stationary resources are harvested using passive gear. Furthermore, the consumption of fuel was significantly influenced by the fishing method. Implementation and development of new fishing technologies and methods are important for improving energy efficiency and reducing the climate impact on fisheries. To realize these purposes, the fishery management system needs to be established by centralizing on energy efficiency and climate effect.
Bi-fuel System - Gasoline/LPG in A Used 4-Stroke Motorcycle - Fuel Injection Type

NASA Astrophysics Data System (ADS)

Suthisripok, Tongchit; Phusakol, Nachaphat; Sawetkittirut, Nuttapol

2017-10-01

Bi-fuel-Gasoline/LPG system has been effectively and efficiently used in gasoline vehicles with less pollutants emission. The motorcycle tested was a used Honda AirBlade i110 - fuel injection type. A 3-litre LPG storage tank, an electronic fuel control unit, a 1-mm LPG injector and a regulator were securely installed. The converted motorcycle can be started with either gasoline or LPG. The safety relief valve was set below 48 kPa and over 110 kPa. The motorcycle was tuned at the relative rich air-fuel ratio (λ) of 0.85-0.90 to attain the best power output. From dynamometer tests over the speed range of 65-100 km/h, the average power output when fuelling LPG was 5.16 hp; dropped 3.9% from the use of gasoline91. The average LPG consumption rate from the city road test at the average speed of 60 km/h was 40.1 km/l, about 17.7% more. This corresponded to lower LPG’s energy density of about 16.2%. In emission, the CO and HC concentrations were 44.4% and 26.5% lower. Once a standard gas equipment set with ECU and LPG injector were securely installed and the engine was properly tuned up to suit LPG’s characteristics, the converted bi-fuel motorcycle offers efficiently, safely and economically performance with environmental friendly emission.
Measurement of performance using acceleration control and pulse control in simulated spacecraft docking operations

NASA Technical Reports Server (NTRS)

Brody, Adam R.; Ellis, Stephen R.

1992-01-01

Nine commercial airline pilots served as test subjects in a study to compare acceleration control with pulse control in simulated spacecraft maneuvers. Simulated remote dockings of an orbital maneuvering vehicle (OMV) to a space station were initiated from 50, 100, and 150 meters along the station's -V-bar (minus velocity vector). All unsuccessful missions were reflown. Five way mixed analysis of variance (ANOVA) with one between factor, first mode, and four within factors (mode, bloch, range, and trial) were performed on the data. Recorded performance measures included mission duration and fuel consumption along each of the three coordinate axes. Mission duration was lower with pulse mode, while delta V (fuel consumption) was lower with acceleration mode. Subjects used more fuel to travel faster with pulse mode than with acceleration mode. Mission duration, delta V, X delta V, Y delta V., and Z delta V all increased with range. Subjects commanded the OMV to 'fly' at faster rates from further distances. These higher average velocities were paid for with increased fuel consumption. Asymmetrical transfer was found in that the mode transitions could not be predicted solely from the mission duration main effect. More testing is advised to understand the manual control aspects of spaceflight maneuvers better.

Numerical Simulation and Industrial Experimental Research on the Coherent Jet with "CH4 + N2" Mixed Fuel Gas

NASA Astrophysics Data System (ADS)

Hu, Shaoyan; Zhu, Rong; Dong, Kai; Liu, Runzao

2018-06-01

Coherent jet technology is widely used in the electric arc furnace (EAF) steelmaking process to deliver more energy and momentum into the molten steel bath. Meanwhile, the characteristics of a coherent jet using pure CH4 as the fuel gas have been well investigated in previous studies. To reduce the consumption of CH4, coherent jet technology using "CH4 + N2" mixed fuel gas instead of pure CH4 was proposed and studied in detail by numerical simulation in the present work. The Eddy Dissipation Concept model, which has detailed chemical kinetic mechanisms, was adopted to model the fuel gas combustion reactions. Experimental measurements were carried out to validate the accuracy of the computational model. The present study shows that the jet characteristics of the main oxygen improve along with the increase of the CH4 ratio in fuel gas and with the increase of the flow rate of fuel gas. When the CH4 ratio in the fuel gas is 25 pct, the fuel gas flow rate only has a limited influence on the jet characteristics, unlike the rest of the fuel gas compositions, because a high N2 proportion deteriorates the combustion performance and leads to severe incomplete combustion. Moreover, a false potential core phenomenon was observed and explained in the present study. Based on the average values, the jet length of a coherent jet with 75 pct CH4 can achieve 89.8 pct of that with 100 pct CH4. Finally, an industrial experiment was carried out on a commercial 100t EAF using coherent jet with 75 pct CH4, showing that the average CH4 consumption was reduced from 3.84 to 3.05 Nm3 t-1 under the premise of no obvious changes in the other production indexes.
Biomass burning fuel consumption dynamics in the tropics and subtropics assessed from satellite

NASA Astrophysics Data System (ADS)

Andela, Niels; van der Werf, Guido R.; Kaiser, Johannes W.; van Leeuwen, Thijs T.; Wooster, Martin J.; Lehmann, Caroline E. R.

2016-06-01

Landscape fires occur on a large scale in (sub)tropical savannas and grasslands, affecting ecosystem dynamics, regional air quality and concentrations of atmospheric trace gasses. Fuel consumption per unit of area burned is an important but poorly constrained parameter in fire emission modelling. We combined satellite-derived burned area with fire radiative power (FRP) data to derive fuel consumption estimates for land cover types with low tree cover in South America, Sub-Saharan Africa, and Australia. We developed a new approach to estimate fuel consumption, based on FRP data from the polar-orbiting Moderate Resolution Imaging Spectroradiometer (MODIS) and the geostationary Spinning Enhanced Visible and Infrared Imager (SEVIRI) in combination with MODIS burned-area estimates. The fuel consumption estimates based on the geostationary and polar-orbiting instruments showed good agreement in terms of spatial patterns. We used field measurements of fuel consumption to constrain our results, but the large variation in fuel consumption in both space and time complicated this comparison and absolute fuel consumption estimates remained more uncertain. Spatial patterns in fuel consumption could be partly explained by vegetation productivity and fire return periods. In South America, most fires occurred in savannas with relatively long fire return periods, resulting in comparatively high fuel consumption as opposed to the more frequently burning savannas in Sub-Saharan Africa. Strikingly, we found the infrequently burning interior of Australia to have higher fuel consumption than the more productive but frequently burning savannas in northern Australia. Vegetation type also played an important role in explaining the distribution of fuel consumption, by affecting both fuel build-up rates and fire return periods. Hummock grasslands, which were responsible for a large share of Australian biomass burning, showed larger fuel build-up rates than equally productive grasslands in Africa, although this effect might have been partially driven by the presence of grazers in Africa or differences in landscape management. Finally, land management in the form of deforestation and agriculture also considerably affected fuel consumption regionally. We conclude that combining FRP and burned-area estimates, calibrated against field measurements, is a promising approach in deriving quantitative estimates of fuel consumption. Satellite-derived fuel consumption estimates may both challenge our current understanding of spatiotemporal fuel consumption dynamics and serve as reference datasets to improve biogeochemical modelling approaches. Future field studies especially designed to validate satellite-based products, or airborne remote sensing, may further improve confidence in the absolute fuel consumption estimates which are quickly becoming the weakest link in fire emission estimates.
Environmental effects of interstate power trading on electricity consumption mixes

DOE Office of Scientific and Technical Information (OSTI.GOV)

Joe Marriott; H. Scott Matthews

2005-11-15

Although many studies of electricity generation use national or state average generation mix assumptions, in reality a great deal of electricity is transferred between states with very different mixes of fossil and renewable fuels, and using the average numbers could result in incorrect conclusions in these studies. The authors create electricity consumption profiles for each state and for key industry sectors in the U.S. based on existing state generation profiles, net state power imports, industry presence by state, and an optimization model to estimate interstate electricity trading. Using these 'consumption mixes' can provide a more accurate assessment of electricity usemore » in life-cycle analyses. It is concluded that the published generation mixes for states that import power are misleading, since the power consumed in-state has a different makeup than the power that was generated. And, while most industry sectors have consumption mixes similar to the U.S. average, some of the most critical sectors of the economy - such as resource extraction and material processing sectors - are very different. This result does validate the average mix assumption made in many environmental assessments, but it is important to accurately quantify the generation methods for electricity used when doing life-cycle analyses. 16 refs., 7 figs., 2 tabs.« less
Comparison of Performance of AN-F-58 Fuel and Gasoline in J34-WE-22 Turbojet Engine

NASA Technical Reports Server (NTRS)

Dowman, Harry W; Younger, George G

1949-01-01

As part of an investigation of the performance of AN-F-58 fuel in various types of turbojet engine, the performance of this fuel in a 3000-pound-thrust turbojet engine has been investigated in an altitude test chamber together with the comparative performance of 62-octane gasoline. The investigation of normal engine performance, which covered a range of engine speeds at altitudes from 5000 to 50,000 feet and flight Mach numbers up to 1.00, showed that both the net thrust and average turbine-outlet temperatures were approximately the same for both fuels. The specific fuel consumption and the combustion efficiency at the maximum engine speeds investigated were approximately the same for both fuels at altitudes up to 35,000 feet, but at an altitude of 50,000 feet the specific fuel consumption was about 9 percent higher and the combustion efficiency was correspondingly lower with the AN-F-58 fuel than with gasoline. The low-engine-speed blow-out limits were about the same for both fuels. Ignition of AN-F-58 fuel with the standard spark plug was possible only with the spark plug in a clean condition; ignition was impossible at all flight conditions investigated when the plug was fouled by an accumulation of liquid fuel from a preceding false start. Use of an extended-electrode spark plug provided satisfactory ignition over a slightly smaller range of altitudes and flight Mach numbers than for gasoline with the standard spark plug.
Comparison of Vehicle-Broadcasted Fuel Consumption Rates against Precise Fuel Measurements for Medium- and Heavy-Duty Vehicles and Engines

DOE PAGES

Pink, Alex; Ragatz, Adam; Wang, Lijuan; ...

2017-03-28

Vehicles continuously report real-time fuel consumption estimates over their data bus, known as the controller area network (CAN). However, the accuracy of these fueling estimates is uncertain to researchers who collect these data from any given vehicle. To assess the accuracy of these estimates, CAN-reported fuel consumption data are compared against fuel measurements from precise instrumentation. The data analyzed consisted of eight medium/heavy-duty vehicles and two medium-duty engines. Varying discrepancies between CAN fueling rates and the more accurate measurements emerged but without a vehicular trend-for some vehicles the CAN under-reported fuel consumption and for others the CAN over-reported fuel consumption.more » Furthermore, a qualitative real-time analysis revealed that the operating conditions under which these fueling discrepancies arose varied among vehicles. A drive cycle analysis revealed that while CAN fueling estimate accuracy differs for individual vehicles, that CAN estimates capture the relative fuel consumption differences between drive cycles within 4% for all vehicles and even more accurately for some vehicles. Furthermore, in situations where only CAN-reported data are available, CAN fueling estimates can provide relative fuel consumption trends but not accurate or precise fuel consumption rates.« less
Comparison of Vehicle-Broadcasted Fuel Consumption Rates against Precise Fuel Measurements for Medium- and Heavy-Duty Vehicles and Engines

DOE Office of Scientific and Technical Information (OSTI.GOV)

Pink, Alex; Ragatz, Adam; Wang, Lijuan

Vehicles continuously report real-time fuel consumption estimates over their data bus, known as the controller area network (CAN). However, the accuracy of these fueling estimates is uncertain to researchers who collect these data from any given vehicle. To assess the accuracy of these estimates, CAN-reported fuel consumption data are compared against fuel measurements from precise instrumentation. The data analyzed consisted of eight medium/heavy-duty vehicles and two medium-duty engines. Varying discrepancies between CAN fueling rates and the more accurate measurements emerged but without a vehicular trend-for some vehicles the CAN under-reported fuel consumption and for others the CAN over-reported fuel consumption.more » Furthermore, a qualitative real-time analysis revealed that the operating conditions under which these fueling discrepancies arose varied among vehicles. A drive cycle analysis revealed that while CAN fueling estimate accuracy differs for individual vehicles, that CAN estimates capture the relative fuel consumption differences between drive cycles within 4% for all vehicles and even more accurately for some vehicles. Furthermore, in situations where only CAN-reported data are available, CAN fueling estimates can provide relative fuel consumption trends but not accurate or precise fuel consumption rates.« less
Process for Generating Engine Fuel Consumption Map: Ricardo Cooled EGR Boost 24-bar Standard Car Engine Tier 2 Fuel

EPA Pesticide Factsheets

This document summarizes the process followed to utilize the fuel consumption map of a Ricardo modeled engine and vehicle fuel consumption data to generate a full engine fuel consumption map which can be used by EPA's ALPHA vehicle simulations.
Fuel consumption modeling in support of ATM environmental decision-making

DOT National Transportation Integrated Search

2009-07-01

The FAA has recently updated the airport terminal : area fuel consumption methods used in its environmental models. : These methods are based on fitting manufacturers fuel : consumption data to empirical equations. The new fuel : consumption metho...
Light and Heavy Tactical Wheeled Vehicle Fuel Consumption Evaluations Using Fuel Efficient Gear Oils (FEGO)

DTIC Science & Technology

2016-05-01

UNCLASSIFIED LIGHT AND HEAVY TACTICAL WHEELED VEHICLE FUEL CONSUMPTION EVALUATIONS USING FUEL EFFICIENT GEAR OILS (FEGO) FINAL... HEAVY TACTICAL WHEELED VEHICLE FUEL CONSUMPTION EVALUATIONS USING FUEL EFFICIENT GEAR OILS (FEGO) FINAL REPORT TFLRF No. 477 by Adam C...August 2014 – March 2016 4. TITLE AND SUBTITLE LIGHT AND HEAVY TACTICAL WHEELED VEHICLE FUEL CONSUMPTION EVALUATIONS USING FEUL EFFICIENT GEAR OILS
Pyrolysis of Woody Residue Feedstocks: Upgrading of Bio-Oils from Mountain-Pine-Beetle-Killed Trees and Hog Fuel

DOE Office of Scientific and Technical Information (OSTI.GOV)

Zacher, Alan H.; Elliott, Douglas C.; Olarte, Mariefel V.

Liquid transportation fuel blend-stocks were produced by pyrolysis and catalytic upgrading of woody residue biomass. Mountain pine beetle killed wood and hog fuel from a saw mill were pyrolyzed in a 1 kg/h fluidized bed reactor and subsequently upgraded to hydrocarbons in a continuous fixed bed hydrotreater. Upgrading was performed by catalytic hydrotreatment in a two-stage bed at 170°C and 405°C with a per bed LHSV between 0.17 and 0.19. The overall yields from biomass to upgraded fuel were similar for both feeds: 24-25% despite the differences in bio-oil (intermediate) mass yield. Pyrolysis bio-oil mass yield was 61% from MPBKmore » wood, and subsequent upgrading of the bio-oil gave an average mass yield of 41% to liquid fuel blend stocks. Hydrogen was consumed at an average of 0.042g/g of bio-oil fed, with final oxygen content in the product fuel ranging from 0.31% to 1.58% over the course of the test. Comparatively for hog fuel, pyrolysis bio-oil mass yield was lower at 54% due to inorganics in the biomass, but subsequent upgrading of that bio-oil had an average mass yield of 45% to liquid fuel, resulting in a similar final mass yield to fuel compared to the cleaner MPBK wood. Hydrogen consumption for the hog fuel upgrading averaged 0.041 g/g of bio-oil fed, and the final oxygen content of the product fuel ranged from 0.09% to 2.4% over the run. While it was confirmed that inorganic laded biomass yields less bio-oil, this work demonstrated that the resultant bio-oil can be upgraded to hydrocarbons at a higher yield than bio-oil from clean wood. Thus the final hydrocarbon yield from clean or residue biomass pyrolysis/upgrading was similar.« less
DOE Office of Scientific and Technical Information (OSTI.GOV)

Wood, R.A.; Downing, B.R.; Pearce, T.C.

The consumption of primary energy by diesel, petrol and electric versions of a light van was compared under high-density urban traffic conditions. The vehicles were driven repeatedly round a 10km route in Central London and measurements of fuel consumption, distance travelled and time were made for each route section. Multiple regression analysis established vehicle sensitivities to variations in average speed, payload, road type, regenerated energy (electric vehicle), kinetic energy, weather and driver. The diesel vehicle used primary energy more efficiently than either the petrol or the electric vehicle over the entire speed range observed, the ratio of energy consumption (diesel:petrol:electric)more » being 100:185:198 at the average speed during the experiment (17.58km/h). The petrol vehicle was more efficient than the electric over most of the speed range, but was less efficient at speeds below about 14km/h. It is concluded that the diesel vehicle is the most efficient for urban delivery duties.« less
Emissions from international shipping: 2. Impact of future technologies on scenarios until 2050

NASA Astrophysics Data System (ADS)

Eyring, V.; KöHler, H. W.; Lauer, A.; Lemper, B.

2005-09-01

In this study the today's fleet-average emission factors of the most important ship exhausts are used to calculate emission scenarios for the future. To develop plausible future technology scenarios, first upcoming regulations and compliance with future regulations through technological improvements are discussed. We present geographically resolved emission inventory scenarios until 2050, based on a mid-term prognosis for 2020 and a long-term prognosis for 2050. The scenarios are based on some very strict assumptions on future ship traffic demands and technological improvements. The four future ship traffic demand scenarios are mainly determined by the economic growth, which follows the IPCC SRES storylines. The resulting fuel consumption is projected through extrapolations of historical trends in economic growth, total seaborne trade and number of ships, as well as the average installed power per ship. For the future technology scenarios we assume a diesel-only fleet in 2020 resulting in fuel consumption between 382 and 409 million metric tons (Mt). For 2050 one technology scenario assumes that 25% of the fuel consumed by a diesel-only fleet can be saved by applying future alternative propulsion plants, resulting in a fuel consumption that varies between 402 and 543 Mt. The other scenario is a business-as-usual scenario for a diesel-only fleet even in 2050 and gives an estimate between 536 and 725 Mt. Dependent on how rapid technology improvements for diesel engines are introduced, possible technology reduction factors are applied to the today's fleet-average emission factors of all important species to estimate future ship emissions. Combining the four traffic demand scenarios with the four technology scenarios, our results suggest emissions between 8.8 and 25.0 Tg (NO2) in 2020, and between 3.1 to 38.8 Tg (NO2) in 2050. The development of forecast scenarios for CO2, NOx, SOx, CO, hydrocarbons, and particulate matter is driven by the requirements for global model studies of the effects of these emissions on the chemical composition of the atmosphere and on climate. The developed scenarios are suitable for use as input for chemical transport models (CTMs) and coupled chemistry-climate models (CCMs).
Increasing Intelligence in Inter-Vehicle Communications to Reduce Traffic Congestions: Experiments in Urban and Highway Environments.

PubMed

Meneguette, Rodolfo I; Filho, Geraldo P R; Guidoni, Daniel L; Pessin, Gustavo; Villas, Leandro A; Ueyama, Jó

2016-01-01

Intelligent Transportation Systems (ITS) rely on Inter-Vehicle Communication (IVC) to streamline the operation of vehicles by managing vehicle traffic, assisting drivers with safety and sharing information, as well as providing appropriate services for passengers. Traffic congestion is an urban mobility problem, which causes stress to drivers and economic losses. In this context, this work proposes a solution for the detection, dissemination and control of congested roads based on inter-vehicle communication, called INCIDEnT. The main goal of the proposed solution is to reduce the average trip time, CO emissions and fuel consumption by allowing motorists to avoid congested roads. The simulation results show that our proposed solution leads to short delays and a low overhead. Moreover, it is efficient with regard to the coverage of the event and the distance to which the information can be propagated. The findings of the investigation show that the proposed solution leads to (i) high hit rate in the classification of the level of congestion, (ii) a reduction in average trip time, (iii) a reduction in fuel consumption, and (iv) reduced CO emissions.
Increasing Intelligence in Inter-Vehicle Communications to Reduce Traffic Congestions: Experiments in Urban and Highway Environments

PubMed Central

Filho, Geraldo P. R.; Guidoni, Daniel L.; Pessin, Gustavo; Villas, Leandro A.; Ueyama, Jó

2016-01-01

Intelligent Transportation Systems (ITS) rely on Inter-Vehicle Communication (IVC) to streamline the operation of vehicles by managing vehicle traffic, assisting drivers with safety and sharing information, as well as providing appropriate services for passengers. Traffic congestion is an urban mobility problem, which causes stress to drivers and economic losses. In this context, this work proposes a solution for the detection, dissemination and control of congested roads based on inter-vehicle communication, called INCIDEnT. The main goal of the proposed solution is to reduce the average trip time, CO emissions and fuel consumption by allowing motorists to avoid congested roads. The simulation results show that our proposed solution leads to short delays and a low overhead. Moreover, it is efficient with regard to the coverage of the event and the distance to which the information can be propagated. The findings of the investigation show that the proposed solution leads to (i) high hit rate in the classification of the level of congestion, (ii) a reduction in average trip time, (iii) a reduction in fuel consumption, and (iv) reduced CO emissions PMID:27526048
The causes and effects of the Alternative Motor Fuels Act

NASA Astrophysics Data System (ADS)

Liu, Yimin

The corporate average fuel economy (CAFE) standard is the major policy tool to improve the fleet average miles per gallon of automobile manufacturers in the U.S. The Alternative Motor Fuels Act (AMFA) provides special treatment in calculating the fuel economy of alternative fuel vehicles to give manufacturers CAFE incentives to produce more alternative fuel vehicles. AMFA has as its goals an increase in the production of alternative fuel vehicles and a decrease in gasoline consumption and greenhouse gas emissions. This dissertation examines theoretically the effects of the program set up under AMFA. It finds that, under some conditions, this program may actually increase gasoline consumption and greenhouse gas emissions. The dissertation also uses hedonic techniques to examine whether the Alternative Motor Fuels Act (AMFA) has a significant effect on the implicit price of fuel economy and whether the marginal value of vehicle fuel efficiency changes over time. It estimates the change of implicit price in miles per gallon after the production of alternative fuel vehicles (AFVs). Results indicate that every year consumers may evaluate vehicle fuel economy differently, and that since AFVs came to the market, the marginal value of fuel economy from specific companies producing AFVs has decreased. This finding suggests that since the AMFA provides extra Corporate Average Fuel Economy (CAFE) credit for those automakers producing AFVs, the automakers can take advantage of the incentive to produce more profitable conventional vehicles and meet CAFE standards without improving the fleet fuel economy. In this way, manufacturers who produce AFVs are willing to offer a lower price for the fuel economy under the AMFA. Additionally, this paper suggests that the flexible fuel vehicles (FFVs) on the market are not significantly more expensive than comparable conventional vehicles, even if FFVs are also able to run on an alternative fuel and may cost more than conventional vehicles. In other words, consumers may not notice the difference between flexible fuel vehicles and conventional vehicles, or are not willing to pay higher prices for FFVs of the same make and model. When the U.S. House of Representatives passed the Alternative Fuels Motor Act (AMFA) in 1987, the representatives who did not vote outnumbered those who opposed the law. This dissertation uses a bivariate probit model with sample selection to study congressmen's two-step decisions --- whether to vote and then how to vote --- on the bill. Theories of political decision-making are examined and tested by the two-stage congressmen voting procedure, which confirms constituent economic interests, congressmen ideology and interest groups' contributions play important roles in congressmen's decision-making on economic policies. Furthermore, it suggests that ignoring congressmen not voting may lead to biased conclusions or inaccurate estimation of the influences of some factors. This study also compares the results from the two-step process with the results from the sample of congressmen who voted, and calculates the marginal effects bound of every factor on the probability of passing the AMFA.
The effects of reduced ambient temperatures on the warm-up fuel consumption behavior of gasoline fueled automobiles

DOE Office of Scientific and Technical Information (OSTI.GOV)

Pucher, G.R.; Gardiner, D.P.; Mallory, R.W.

Warm-up fuel consumption behavior as affected by ambient temperature was evaluated for five OEM gasoline fueled automobiles. Multiple EPA FTP 75 tests were performed with each vehicle at ambient test cell soak temperatures of 25 C and {minus}7 C. Fuel consumption measured during the warm-up (Bag 1, Cold Transient) test segments at these two temperature conditions was compared to the fully warmed Hot Transient (Bag 3) fuel consumption from the 25 C ambient temperature tests (the Bag 1 and Bag 3 segments involve identical speed curves). Fuel consumption increases over the 25 C Bag 3 tests for the two warm-upmore » test conditions were differentiated as those caused by increased drivetrain losses and those caused by intake charge enrichment. Results show wide variations in warm-up behavior among the five vehicles with respect to the relative increases in fuel consumption, and the proportion of the fuel consumption increases attributable to drivetrain losses and enrichment. It was discovered that the most sophisticated vehicle systems do not necessarily facilitate the least degradation in fuel consumption with respect to baseline conditions for the group of vehicles tested.« less
75 FR 63404 - Fossil Fuel-Generated Energy Consumption Reduction for New Federal Buildings and Major...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-10-15

... [Docket No. EERE-2010-BT-STD-0031] RIN 1904-AB96 Fossil Fuel-Generated Energy Consumption Reduction for... of fossil fuel-generated energy consumption in new Federal buildings and Federal buildings undergoing... full fossil fuel-generated energy consumption reduction level is technically impracticable in light of...
Effects of combustion temperature on air emissions and support fuel consumption in full scale fluidized bed sludge incineration: with particular focus on nitrogen oxides and total organic carbon.

PubMed

Löschau, Margit

2018-04-01

This article describes a pilot test at a sewage sludge incineration plant and shows its results considering the impacts of reducing the minimum combustion temperature from 850°C to 800°C. The lowering leads to an actual reduction of the average combustion temperature by 25 K and a significant reduction in the fuel oil consumption for support firing. The test shall be used for providing evidence that the changed combustion conditions do not result in higher air pollutant emissions. The analysis focusses on the effects of the combustion temperature on nitrogen oxides (NO x ) and total organic carbon emissions. The evaluation of all continuously monitored emissions shows reduced emission levels compared to the previous years, especially for NO x .
Review of the UK transport energy outlook: And policy recommendations

NASA Astrophysics Data System (ADS)

1981-12-01

Liquid fuel consumption for transport (excluding international bunkers for ships) in 1979 is analyzed and used to forecast the position at the end of the century. Car population is expected to increase by 6 million to over 20 million, but fuel saving designs mean that fuel consumption increases only slightly. Truck fuel consumption stays the same. Fuel consumption by UK airlines is expected to double. The proportion of a barrel of crude oil which is refined as transport fuel must be increased.
Using Simple Circuits as Thermal Models for Your Home

ERIC Educational Resources Information Center

Poynor, Adele

2014-01-01

In 2009, President Obama proposed an initiative to decrease our country's energy consumption and dependence on fossil fuels. One key to this plan was to decrease the amount of energy used to heat and cool our homes through government incentives. The EPA estimates that the average American household spends over $1000 annually for heating and…

Alternative Fuels Data Center: Iowa Transportation Data for Alternative

Science.gov Websites

Consumption Source: State Energy Data System based on beta data converted to gasoline gallon equivalents of (bbl/day) 0 Renewable Power Plants 41 Renewable Power Plant Capacity (nameplate, MW) 3,807 Source /gallon $2.60/GGE $2.96/gallon $2.66/GGE Source: Average prices per gasoline gallon equivalent (GGE) for
Alternative Fuels Data Center: South Carolina Transportation Data for

Science.gov Websites

Consumption Source: State Energy Data System based on beta data converted to gasoline gallon equivalents of (bbl/day) 0 Renewable Power Plants 31 Renewable Power Plant Capacity (nameplate, MW) 3,396 Source /gallon $2.66/GGE Source: Average prices per gasoline gallon equivalent (GGE) for the Lower Atlantic PADD
Fuel Savings and Aerodynamic Drag Reduction from Rail Car Covers

NASA Technical Reports Server (NTRS)

Storms, Bruce; Salari, Kambiz; Babb, Alex

2008-01-01

The potential for energy savings by reducing the aerodynamic drag of rail cars is significant. A previous study of aerodynamic drag of coal cars suggests that a 25% reduction in drag of empty cars would correspond to a 5% fuel savings for a round trip [1]. Rail statistics for the United States [2] report that approximately 5.7 billion liters of diesel fuel were consumed for coal transportation in 2002, so a 5% fuel savings would total 284 million liters. This corresponds to 2% of Class I railroad fuel consumption nationwide. As part of a DOE-sponsored study, the aerodynamic drag of scale rail cars was measured in a wind tunnel. The goal of the study was to measure the drag reduction of various rail-car cover designs. The cover designs tested yielded an average drag reduction of 43% relative to empty cars corresponding to an estimated round-trip fuel savings of 9%.
Estimating Vehicle Fuel Consumption and Emissions Using GPS Big Data

PubMed Central

Kan, Zihan; Zhang, Xia

2018-01-01

The energy consumption and emissions from vehicles adversely affect human health and urban sustainability. Analysis of GPS big data collected from vehicles can provide useful insights about the quantity and distribution of such energy consumption and emissions. Previous studies, which estimated fuel consumption/emissions from traffic based on GPS sampled data, have not sufficiently considered vehicle activities and may have led to erroneous estimations. By adopting the analytical construct of the space-time path in time geography, this study proposes methods that more accurately estimate and visualize vehicle energy consumption/emissions based on analysis of vehicles’ mobile activities (MA) and stationary activities (SA). First, we build space-time paths of individual vehicles, extract moving parameters, and identify MA and SA from each space-time path segment (STPS). Then we present an N-Dimensional framework for estimating and visualizing fuel consumption/emissions. For each STPS, fuel consumption, hot emissions, and cold start emissions are estimated based on activity type, i.e., MA, SA with engine-on and SA with engine-off. In the case study, fuel consumption and emissions of a single vehicle and a road network are estimated and visualized with GPS data. The estimation accuracy of the proposed approach is 88.6%. We also analyze the types of activities that produced fuel consumption on each road segment to explore the patterns and mechanisms of fuel consumption in the study area. The results not only show the effectiveness of the proposed approaches in estimating fuel consumption/emissions but also indicate their advantages for uncovering the relationships between fuel consumption and vehicles’ activities in road networks. PMID:29561813
Estimating Vehicle Fuel Consumption and Emissions Using GPS Big Data.

PubMed

Kan, Zihan; Tang, Luliang; Kwan, Mei-Po; Zhang, Xia

2018-03-21

The energy consumption and emissions from vehicles adversely affect human health and urban sustainability. Analysis of GPS big data collected from vehicles can provide useful insights about the quantity and distribution of such energy consumption and emissions. Previous studies, which estimated fuel consumption/emissions from traffic based on GPS sampled data, have not sufficiently considered vehicle activities and may have led to erroneous estimations. By adopting the analytical construct of the space-time path in time geography, this study proposes methods that more accurately estimate and visualize vehicle energy consumption/emissions based on analysis of vehicles' mobile activities ( MA ) and stationary activities ( SA ). First, we build space-time paths of individual vehicles, extract moving parameters, and identify MA and SA from each space-time path segment (STPS). Then we present an N-Dimensional framework for estimating and visualizing fuel consumption/emissions. For each STPS, fuel consumption, hot emissions, and cold start emissions are estimated based on activity type, i.e., MA , SA with engine-on and SA with engine-off. In the case study, fuel consumption and emissions of a single vehicle and a road network are estimated and visualized with GPS data. The estimation accuracy of the proposed approach is 88.6%. We also analyze the types of activities that produced fuel consumption on each road segment to explore the patterns and mechanisms of fuel consumption in the study area. The results not only show the effectiveness of the proposed approaches in estimating fuel consumption/emissions but also indicate their advantages for uncovering the relationships between fuel consumption and vehicles' activities in road networks.
Fuel Use and Greenhouse Gas Emissions from Offshore Fisheries of the Republic of Korea.

PubMed

Park, Jeong-A; Gardner, Caleb; Chang, Myo-In; Kim, Do-Hoon; Jang, Young-Soo

2015-01-01

Greenhouse Gas (GHG) emissions from the offshore fisheries industry in the Republic of Korea (Korea) were examined in response to growing concerns about global warming and the contribution of emissions from different industrial sectors. Fuel usage and GHG emissions (CO2, CH4, N2O) were analysed using the 'Tier 1' method provided by the Intergovernmental Panel on Climate Change (IPCC) from the offshore fishery, which is the primary domestic seafood production sector in Korea. In 2013, fuel usage in the offshore fishery accounted for 59.7% (557,463 KL) of total fuel consumption of fishing vessels in Korea. Fuel consumption and thus GHG emissions were not stable through time in this industry, increasing by 2.4% p.a. for three consecutive years, from 2011 to 2013, despite a decrease in the number of vessels operating. GHG emissions generated in offshore fisheries also changed through time and increased from 1,442,975 tCO2e/year in 2011 to 1,477,279 tCO2e/year in 2013. Changes in both fuel use and GHG emissions per kg offshore fish production appeared to be associated with decreasing catch rates by the fleet, which in turn were a reflection of decrease in fish biomass. Another important feature of GHG emissions in this industry was the high variation in GHG emission per kg fish product among different fishing methods. The long line fishery had approximately three times the emissions of the average production while the jigging fishery was more than two times higher than the average. Lowest emissions were from the trawl sector, which is regarded as having greatest environmental impact using traditional biodiversity metrics although had lowest environmental impact in terms of fuel and GHG emission metrics used in this study. The observed deterioration in fuel efficiency of the offshore fishery each year is of concern but also demonstrates that fuel efficiency can change, which shows there is opportunity to improve efficiency with changes to fishery management and harvesting operations.
Fuel Use and Greenhouse Gas Emissions from Offshore Fisheries of the Republic of Korea

PubMed Central

Park, Jeong-A; Gardner, Caleb; Chang, Myo-In; Kim, Do-Hoon; Jang, Young-Soo

2015-01-01

Greenhouse Gas (GHG) emissions from the offshore fisheries industry in the Republic of Korea (Korea) were examined in response to growing concerns about global warming and the contribution of emissions from different industrial sectors. Fuel usage and GHG emissions (CO2, CH4, N2O) were analysed using the ‘Tier 1’ method provided by the Intergovernmental Panel on Climate Change (IPCC) from the offshore fishery, which is the primary domestic seafood production sector in Korea. In 2013, fuel usage in the offshore fishery accounted for 59.7% (557,463 KL) of total fuel consumption of fishing vessels in Korea. Fuel consumption and thus GHG emissions were not stable through time in this industry, increasing by 2.4% p.a. for three consecutive years, from 2011 to 2013, despite a decrease in the number of vessels operating. GHG emissions generated in offshore fisheries also changed through time and increased from 1,442,975 tCO2e/year in 2011 to 1,477,279 tCO2e/year in 2013. Changes in both fuel use and GHG emissions per kg offshore fish production appeared to be associated with decreasing catch rates by the fleet, which in turn were a reflection of decrease in fish biomass. Another important feature of GHG emissions in this industry was the high variation in GHG emission per kg fish product among different fishing methods. The long line fishery had approximately three times the emissions of the average production while the jigging fishery was more than two times higher than the average. Lowest emissions were from the trawl sector, which is regarded as having greatest environmental impact using traditional biodiversity metrics although had lowest environmental impact in terms of fuel and GHG emission metrics used in this study. The observed deterioration in fuel efficiency of the offshore fishery each year is of concern but also demonstrates that fuel efficiency can change, which shows there is opportunity to improve efficiency with changes to fishery management and harvesting operations. PMID:26317341
Effects of household dynamics on resource consumption and biodiversity.

PubMed

Liu, Jianguo; Daily, Gretchen C; Ehrlich, Paul R; Luck, Gary W

2003-01-30

Human population size and growth rate are often considered important drivers of biodiversity loss, whereas household dynamics are usually neglected. Aggregate demographic statistics may mask substantial changes in the size and number of households, and their effects on biodiversity. Household dynamics influence per capita consumption and thus biodiversity through, for example, consumption of wood for fuel, habitat alteration for home building and associated activities, and greenhouse gas emissions. Here we report that growth in household numbers globally, and particularly in countries with biodiversity hotspots (areas rich in endemic species and threatened by human activities), was more rapid than aggregate population growth between 1985 and 2000. Even when population size declined, the number of households increased substantially. Had the average household size (that is, the number of occupants) remained static, there would have been 155 million fewer households in hotspot countries in 2000. Reduction in average household size alone will add a projected 233 million additional households to hotspot countries during the period 2000-15. Rapid increase in household numbers, often manifested as urban sprawl, and resultant higher per capita resource consumption in smaller households pose serious challenges to biodiversity conservation.
75 FR 25323 - Light-Duty Vehicle Greenhouse Gas Emission Standards and Corporate Average Fuel Economy Standards...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-05-07

...EPA and NHTSA are issuing this joint Final Rule to establish a National Program consisting of new standards for light-duty vehicles that will reduce greenhouse gas emissions and improve fuel economy. This joint Final Rule is consistent with the National Fuel Efficiency Policy announced by President Obama on May 19, 2009, responding to the country's critical need to address global climate change and to reduce oil consumption. EPA is finalizing greenhouse gas emissions standards under the Clean Air Act, and NHTSA is finalizing Corporate Average Fuel Economy standards under the Energy Policy and Conservation Act, as amended. These standards apply to passenger cars, light-duty trucks, and medium-duty passenger vehicles, covering model years 2012 through 2016, and represent a harmonized and consistent National Program. Under the National Program, automobile manufacturers will be able to build a single light-duty national fleet that satisfies all requirements under both programs while ensuring that consumers still have a full range of vehicle choices. NHTSA's final rule also constitutes the agency's Record of Decision for purposes of its National Environmental Policy Act (NEPA) analysis.
DOE Office of Scientific and Technical Information (OSTI.GOV)

Uslu, T.

Turkey becomes more dependent on the external countries in energy production every year. As an average of the period 1994-2002 the total primary energy production has been 27.9 Mtoe, and consumption has been 73.06 Mtoe, so Turkey is dependent on external countries in petroleum, natural gas, and hard coal consumption. The external dependency rate of these fuels has been at levels of 89.3%, 96.6%, and 82%, respectively. In the projections of Turkey for 2020, the primary energy consumption is estimated to be 298 Mtoe, production is estimated to be 70 Mtoe, the ratio of production to consumption will be reducedmore » to 23.5%, and this situation will cause serious risks for sustainable development. In other words, Turkey will have to import 76.5% of the energy that it consumes in the 2020s.« less
Fuel consumption models for pine flatwoods fuel types in the southeastern United States

Treesearch

Clinton S. Wright

2013-01-01

Modeling fire effects, including terrestrial and atmospheric carbon fluxes and pollutant emissions during wildland fires, requires accurate predictions of fuel consumption. Empirical models were developed for predicting fuel consumption from fuel and environmental measurements on a series of operational prescribed fires in pine flatwoods ecosystems in the southeastern...
Greenhouse gas emission footprints and energy use benchmarks for eight U.S. cities.

PubMed

Hillman, Tim; Ramaswami, Anu

2010-03-15

A hybrid life cycle-based trans-boundary greenhouse gas (GHG) emissions footprint is elucidated at the city-scale and evaluated for 8 US cities. The method incorporates end-uses of energy within city boundaries, plus cross-boundary demand for airline/freight transport and embodied energy of four key urban materials [food, water, energy (fuels), and shelter (cement)], essential for life in all cities. These cross-boundary activities contributed 47% on average more than the in-boundary GHG contributions traditionally reported for cities, indicating significant truncation at city boundaries of GHG emissions associated with urban activities. Incorporating cross-boundary contributions created convergence in per capita GHG emissions from the city-scale (average 23.7 mt-CO(2)e/capita) to the national-scale (24.5 mt-CO(2)e/capita), suggesting that six key cross-boundary activities may suffice to yield a holistic GHG emission footprint for cities, with important policy ramifications. Average GHG contributions from various human activity sectors include buildings/facilities energy use (47.1%), regional surface transport (20.8%), food production (14.7%), transport fuel production (6.4%), airline transport (4.8%), long-distance freight trucking (2.8%), cement production (2.2%), and water/wastewater/waste processing (1.3%). Energy-, travel-, and key materials-consumption efficiency metrics are elucidated in these sectors; these consumption metrics are observed to be largely similar across the eight U.S. cities and consistent with national/regional averages.
Three Essays on National Oil Company Efficiency, Energy Demand and Transportation

NASA Astrophysics Data System (ADS)

Eller, Stacy L.

This dissertation is composed of three separate essays in the field of energy economics. In the first paper, both data envelopment analysis and stochastic production frontier estimation are employed to provide empirical evidence on the revenue efficiency of national oil companies (NOCs) and private international oil companies (IOCs). Using a panel of 80 oil producing firms, the analysis suggests that NOCs are generally less efficient at generating revenue from a given resource base than IOCs, with some exceptions. Due to differing firm objectives, however, structural and institutional features may help explain much of the inefficiency. The second paper analyzes the relationship between economic development and the demand for energy. Energy consumption is modeled using panel data from 1990 to 2004 for 50 countries spanning all levels of development. We find the relationship between energy consumption and economic development corresponds to the structure of aggregate output and the nature of derived demand for electricity and direct-use fuels in each sector. Notably, the evidence of non-constant income elasticity of demand is much greater for electricity demand than for direct-use fuel consumption. In addition, we show that during periods of rapid economic development, one in which the short-term growth rate exceeds the long-run average, an increase in aggregate output is met by less energy-efficient capital. This is a result of capital being fixed in the short-term. As additional, more efficient capital stock is added to the production process, the short-term increase in energy intensity will diminish. In the third essay, we develop a system of equations to estimate a model of motor vehicle fuel consumption, vehicle miles traveled and implied fuel efficiency for the 67 counties of the State of Florida from 2001 to 2008. This procedure allows us to decompose the factors of fuel demand into elasticities of vehicle driving demand and fuel efficiency. Particular attention is paid to the influence of the price of fuel, the sale of goods and services, vehicle ownership and population density on each component of our model.
Transportation Fuels and the Hydrogen Economy

NASA Astrophysics Data System (ADS)

Gabbard, Alex

2004-11-01

An energy analysis of transportation fuels is performed for comparing automobiles and fuels currently in the marketplace as real world benchmarks projected as "hydrogen economy" requirements. Comparisons are made for ideal case average energy values at Standard Temperature and Pressure (STP) at 20°C, 1 atmosphere with no loses. "Real world" benchmarks currently in the marketplace illuminate the challenges to be met if an equivalent "hydrogen economy" is to become reality. The idea of a "hydrogen economy" is that, at some time in the future, world energy needs will be supplied in part or totally from hydrogen; in part as compared to the current "petroleum economy" that is the source of most of the world's transportation fuels and only a portion of total energy use, or hydrogen as the source of all energy consumption.
Bulk Fuel: Actions Needed to Improve DODs Fuel Consumption Budget Data

DTIC Science & Technology

2016-09-01

BULK FUEL Actions Needed to Improve DOD’s Fuel Consumption Budget Data Report to Congressional Committees...16-644, a report to congressional committees. September 2016 BULK FUEL Actions Needed to Improve DOD’s Fuel Consumption Budget Data What GAO...of about $10.1 billion in fiscal year 2015 but differed from budget estimates, which officials largely attributed to changes in operations and
Evaluation Tests of Select Fuel Additives for Potential Use in U.S. Army Corps of Engineers Diesel Engines

DTIC Science & Technology

2016-07-01

DOER) program, diesel fuel additives were tested to evaluate their potential for reducing diesel fuel consumption and cost. Four fuel additives were...tested to evaluate their potential for reducing diesel fuel consumption and cost: • An ethanol injection system • Envirofuels Diesel Fuel Catalyst...reduction in select operation conditions, only the ethanol injection system consistently showed potential to reduce diesel fuel consumption , which may be
Models for predicting fuel consumption in sagebrush-dominated ecosystems

Treesearch

Clinton S. Wright

2013-01-01

Fuel consumption predictions are necessary to accurately estimate or model fire effects, including pollutant emissions during wildland fires. Fuel and environmental measurements on a series of operational prescribed fires were used to develop empirical models for predicting fuel consumption in big sagebrush (Artemisia tridentate Nutt.) ecosystems....
Environment Canada's approach to the control of emissions from in-use vehicles

DOE Office of Scientific and Technical Information (OSTI.GOV)

Polak, J.

1980-01-01

A study (begun in 1979 by a Technical Advisory Committee of federal and provincial environment and transport representatives and others) of in-use vehicles in Canada shows that automobile manufacturers were producing vehicles having emissions that were 30% better on the average than the regulated standard; cars in consumers' hands are very poorly tuned, particularly with respect to idle mixture, to the extent that the per cent idle carbon monoxide, carbon monoxide pollution, and fuel consumption in 1979 cars were improved 70, 36 and 4%, respectively, after tuning; emission performance makes a step function degradation during the first year of usemore » due to carburetor maladjustment; in the absence of maladjustment, emissions degrade only slightly with age or use; and emission-oriented maintenance reduces fuel consumption. Principles for an effective emissions inspection program and recommendations for future study are discussed.« less
Towards Petascale DNS of High Reynolds-Number Turbulent Boundary Layer

NASA Astrophysics Data System (ADS)

Webster, Keegan R.

In flight vehicles, a large portion of fuel consumption is due to skin-friction drag. Reduction of this drag will significantly reduce the fuel consumption of flight vehicles and help our nation to reduce CO 2 emissions. In order to reduce skin-friction drag, an increased understanding of wall-turbulence is needed. Direct numerical simulation (DNS) of spatially developing turbulent boundary layers (SDTBL) can provide the fundamental understanding of wall-turbulence in order to produce models for Reynolds averaged Navier-Stokes (RANS) and large-eddy simulations (LES). DNS of SDTBL over a flat plate at Retheta = 1430 - 2900 were performed. Improvements were made to the DNS code allowing for higher Reynolds number simulations towards petascale DNS of turbulent boundary layers. Mesh refinement and improvements to the inflow and outflow boundary conditions have resulted in turbulence statistics that match more closely to experimental results. The Reynolds stresses and the terms of their evolution equations are reported.
Improved modelling of ship SO 2 emissions—a fuel-based approach

NASA Astrophysics Data System (ADS)

Endresen, Øyvind; Bakke, Joachim; Sørgård, Eirik; Flatlandsmo Berglen, Tore; Holmvang, Per

Significant variations are apparent between the various reported regional and global ship SO 2 emission inventories. Important parameters for SO 2 emission modelling are sulphur contents and marine fuel consumption. Since 1993, the global average sulphur content for heavy fuel has shown an overall downward trend, while the bunker sale has increased. We present an improved bottom up approach to estimate marine sulphur emissions from ship transportation, including the geographical distribution. More than 53,000 individual bunker samples are used to establish regionally and globally (volume) weighted average sulphur contents for heavy and distillate marine fuels. We find that the year 2002 sulphur content in heavy fuels varies regionally from 1.90% (South America) to 3.07% (Asia), with a globally weighted average of 2.68% sulphur. The calculated globally weighted average content for heavy fuels is found to be 5% higher than the average (arithmetic mean) sulphur content commonly used. The reason for this is likely that larger bunker stems are mainly of high-viscosity heavy fuel, which tends to have higher sulphur values compared to lower viscosity fuels. The uncertainties in SO 2 inventories are significantly reduced using our updated SO 2 emission factors (volume-weighted sulphur content). Regional marine bunker sales figures are combined with volume-weighted sulphur contents for each region to give a global SO 2 emission estimate in the range of 5.9-7.2 Tg (SO 2) for international marine transportation. Also taking into account the domestic sales, the total emissions from all ocean-going transportation is estimated to be 7.0-8.5 Tg (SO 2). Our estimate is significantly lower than recent global estimate reported by Corbett and Koehler [2003. Journal of Geophysical Research: Atmospheres 108] (6.49 Tg S or about 13.0 Tg SO 2). Endresen et al. [2004. Journal of Geophysical Research 109, D23302] claim that uncertainties in input data for the activity-based method will give too high emission estimates. We also indicate that this higher estimate will almost give doubling of regional emissions, compared to detailed movement-based estimates. The paper presents an alternative approach to estimate present overall SO 2 ship emissions with improved accuracy.

DOE Office of Scientific and Technical Information (OSTI.GOV)

Helme, N.; Popovich, M.G.; Gille, J.

A recent report from the National Academy of Sciences concludes that the earth is likely to face a doubling of preindustrial greenhouse gases in the next half century. This doubling could be expected to push average global temperatures. up from between 1.8 to 9 degrees Fahrenheit. Much of the potential for human impacts on the global climate is linked to fossil fuel consumption. Carbon dioxide emissions from energy consumption in the US totals about one-quarter of the world`s total emissions from energy consumption. Global warming is different from other environmental problems because CO{sub 2} emissions can be captured naturally bymore » trees, grasses, soil, and other plants. In contrast, acid rain emissions reductions can only be accomplished through switching to lower-polluting fuels, conserving energy, or installing costly retrofit technologies. Terrestrial biota, such as trees, plants, grasses and soils, directly affect the CO{sub 2} concentrations in the atmosphere. A number of reports have concluded that forestry and land-use practices can increase CO{sub 2} sequestration and can help reduce or delay the threat of global warming.« less
The role of technology as air transportation faces the fuel situation

NASA Technical Reports Server (NTRS)

Driver, C.

1980-01-01

Perspectives on the air transportation fuel stituation are discussed including intercity air traffic, airline fuel consumption, fuel price effects on ticket price, and projected traffic and fuel useage between now and the year 2000. Actions taken by the airlines to reduce consumption are reviewed, as well as efforts currently underway to improve fuel consumption. Longer range technology payoffs resulting from NASA research programs are reviewed and results from studies on the use of alternate fuels are discussed.
Vehicle emissions and consumer information in car advertisements.

PubMed

Wilson, Nick; Maher, Anthony; Thomson, George; Keall, Michael

2008-04-29

The advertising of vehicles has been studied from a safety perspective but not in terms of vehicle air pollutants. We aimed to examine the content and trends of greenhouse gas emissions and air pollution-related information, in light passenger vehicle advertisements. Content analysis of the two most popular current affairs magazines in New Zealand for the five year period 2001-2005 was undertaken (n = 514 advertisements). This was supplemented with vehicle data from official websites. The advertisements studied provided some information on fuel type (52%), and engine size (39%); but hardly any provided information on fuel efficiency (3%), or emissions (4%). Over the five-year period the reported engine size increased significantly, while fuel efficiency did not improve. For the vehicles advertised, for which relevant official website data could be obtained, the average "greenhouse rating" for carbon dioxide (CO2) emissions was 5.1, with a range from 0.5 to 8.5 (on a scale with 10 being the best and 0.5 being the most polluting). The average CO2 emissions were 50% higher than the average for cars made by European manufacturers. The average "air pollution" rating for the advertised vehicles was 5.4 (on the same 1-10 scale). The yearly averages for the "greenhouse" or "air pollution" ratings did not change significantly over the five-year period. One advertised hybrid vehicle had a fuel consumption that was under half the average (4.4 versus 9.9 L/100 km), as well as the best "greenhouse" and "air pollution" ratings. To enhance informed consumer choice and to control greenhouse gas and air pollution emissions, governments should introduce regulations on the content of vehicle advertisements and marketing (as started by the European Union). Similar regulations are already in place for the marketing of many other consumer products.
A model to predict thermal conductivity of irradiated U-Mo dispersion fuel

NASA Astrophysics Data System (ADS)

Burkes, Douglas E.; Huber, Tanja K.; Casella, Andrew M.

2016-05-01

Numerous global programs are focused on the continued development of existing and new research and test reactor fuels to achieve maximum attainable uranium loadings to support the conversion of a number of the world's remaining high-enriched uranium fueled reactors to low-enriched uranium fuel. Some of these programs are focused on assisting with the development and qualification of a fuel design that consists of a uranium-molybdenum (U-Mo) alloy dispersed in an aluminum matrix as one option for reactor conversion. Thermal conductivity is an important consideration in determining the operational temperature of the fuel and can be influenced by interaction layer formation between the dispersed phase and matrix and upon the concentration of the dispersed phase within the matrix. This paper extends the use of a simple model developed previously to study the influence of interaction layer formation as well as the size and volume fraction of fuel particles dispersed in the matrix, Si additions to the matrix, and Mo concentration in the fuel particles on the effective thermal conductivity of the U-Mo/Al composite during irradiation. The model has been compared to experimental measurements recently conducted on U-Mo/Al dispersion fuels at two different fission densities with acceptable agreement. Observations of the modeled results indicate that formation of an interaction layer and subsequent consumption of the matrix reveals a rather significant effect on effective thermal conductivity. The modeled interaction layer formation and subsequent consumption of the high thermal conductivity matrix was sensitive to the average dispersed fuel particle size, suggesting this parameter as one of the most effective in minimizing thermal conductivity degradation of the composite, while the influence of Si additions to the matrix in the model was highly dependent upon irradiation conditions.
A model to predict thermal conductivity of irradiated U–Mo dispersion fuel

DOE Office of Scientific and Technical Information (OSTI.GOV)

Burkes, Douglas E.; Huber, Tanja K.; Casella, Andrew M.

The Office of Materials Management and Minimization Reactor Conversion Program continues to develop existing and new research and test reactor fuels to achieve maximum attainable uranium loadings to support the conversion of a number of the world’s remaining high-enriched uranium fueled reactors to low-enriched uranium fuel. The program is focused on assisting with the development and qualification of a fuel design that consists of a uranium-molybdenum (U-Mo) alloy dispersed in an aluminum matrix as one option for reactor conversion. Thermal conductivity is an important consideration in determining the operational temperature of the fuel and can be influenced by interaction layermore » formation between the dispersed phase and matrix and upon the concentration of the dispersed phase within the matrix. This paper extends the use of a simple model developed previously to study the influence of interaction layer formation as well as the size and volume fraction of fuel particles dispersed in the matrix, Si additions to the matrix, and Mo concentration in the fuel particles on the effective thermal conductivity of the U-Mo/Al composite during irradiation. The model has been compared to experimental measurements recently conducted on U-Mo/Al dispersion fuels at two different fission densities with acceptable agreement. Observations of the modeled results indicate that formation of an interaction layer and subsequent consumption of the matrix reveals a rather significant effect on effective thermal conductivity. The modeled interaction layer formation and subsequent consumption of the high thermal conductivity matrix was sensitive to the average dispersed fuel particle size, suggesting this parameter as one of the most effective in minimizing thermal conductivity degradation of the composite, while the influence of Si additions to the matrix in the model was highly dependent upon irradiation conditions.« less
Fuel consumption for various driving styles in conventional and hybrid electric vehicles: Integrating driving cycle predictions with fuel consumption optimization

DOE PAGES

Rios-Torres, Jackeline; Liu, Jun; Khattak, Asad

2018-06-14

Here, improving fuel economy and lowering emissions are key societal goals. Standard driving cycles, pre-designed by the US Environmental Protection Agency (EPA), have long been used to estimate vehicle fuel economy in laboratory-controlled conditions. They have also been used to test and tune different energy management strategies for hybrid electric vehicles (HEVs). This paper aims to estimate fuel consumption for a conventional vehicle and a HEV using personalized driving cycles extracted from real-world data to study the effects of different driving styles and vehicle types on fuel consumption when compared to the estimates based on standard driving cycles. To domore » this, we extracted driving cycles for conventional vehicles and HEVs from a large-scale U.S. survey that contains real-world GPS-based driving records. Next, the driving cycles were assigned to one of three categories: volatile, normal, or calm. Then, the driving cycles were used along with a driver-vehicle simulation that captures driver decisions (vehicle speed during a trip), powertrain, and vehicle dynamics to estimate fuel consumption for conventional vehicles and HEVs with power-split powertrain. To further optimize fuel consumption for HEVs, the Equivalent Consumption Minimization Strategy (ECMS) is applied. The results show that depending on the driving style and the driving scenario, conventional vehicle fuel consumption can vary widely compared with standard EPA driving cycles. Specifically, conventional vehicle fuel consumption was 13% lower in calm urban driving, but almost 34% higher for volatile highway driving compared with standard EPA driving cycles. Interestingly, when a driving cycle is predicted based on the application of case-based reasoning and used to tune the power distribution in a hybrid electric vehicle, its fuel consumption can be reduced by up to 12% in urban driving. Implications and limitations of the findings are discussed.« less
Fuel consumption for various driving styles in conventional and hybrid electric vehicles: Integrating driving cycle predictions with fuel consumption optimization

DOE Office of Scientific and Technical Information (OSTI.GOV)

Rios-Torres, Jackeline; Liu, Jun; Khattak, Asad

Here, improving fuel economy and lowering emissions are key societal goals. Standard driving cycles, pre-designed by the US Environmental Protection Agency (EPA), have long been used to estimate vehicle fuel economy in laboratory-controlled conditions. They have also been used to test and tune different energy management strategies for hybrid electric vehicles (HEVs). This paper aims to estimate fuel consumption for a conventional vehicle and a HEV using personalized driving cycles extracted from real-world data to study the effects of different driving styles and vehicle types on fuel consumption when compared to the estimates based on standard driving cycles. To domore » this, we extracted driving cycles for conventional vehicles and HEVs from a large-scale U.S. survey that contains real-world GPS-based driving records. Next, the driving cycles were assigned to one of three categories: volatile, normal, or calm. Then, the driving cycles were used along with a driver-vehicle simulation that captures driver decisions (vehicle speed during a trip), powertrain, and vehicle dynamics to estimate fuel consumption for conventional vehicles and HEVs with power-split powertrain. To further optimize fuel consumption for HEVs, the Equivalent Consumption Minimization Strategy (ECMS) is applied. The results show that depending on the driving style and the driving scenario, conventional vehicle fuel consumption can vary widely compared with standard EPA driving cycles. Specifically, conventional vehicle fuel consumption was 13% lower in calm urban driving, but almost 34% higher for volatile highway driving compared with standard EPA driving cycles. Interestingly, when a driving cycle is predicted based on the application of case-based reasoning and used to tune the power distribution in a hybrid electric vehicle, its fuel consumption can be reduced by up to 12% in urban driving. Implications and limitations of the findings are discussed.« less
Orbit selection of nanosatellite formation in term of fuel consumption

NASA Astrophysics Data System (ADS)

Pimnoo, Ammarin; Hiraki, Koju

In nanosatellite formation mission design, orbit selection is a necessary factor. Fuel consumption is also necessary to maintain the orbit. Therefore, the best orbit should be the one of minimum fuel consumption for nanosatellite formation. The purpose of this paper is to provide a convenient way to estimate fuel consumption for a nanosatellite to keep formation flying. The formation is disturbed by J _{2} perturbation and other perturbing accelerations. Firstly, the Hill-Clohessy-Wiltshire equations are used in the analysis. Gaussian variation of parameters is included into the Hill’s equation to analyze the variation of Kaplerian orbital elements. The J _{2} perturbation and other perturbing accelerations such as atmospheric drag, solar-radiation pressure and third-body perturbations are considered. Thus, a linear model based on Hill’s equation is established to estimate fuel consumption. Finally, an example of the best orbit for formation flying with minimum fuel consumption shall be presented.
Reduced carbon emission estimates from fossil fuel combustion and cement production in China.

PubMed

Liu, Zhu; Guan, Dabo; Wei, Wei; Davis, Steven J; Ciais, Philippe; Bai, Jin; Peng, Shushi; Zhang, Qiang; Hubacek, Klaus; Marland, Gregg; Andres, Robert J; Crawford-Brown, Douglas; Lin, Jintai; Zhao, Hongyan; Hong, Chaopeng; Boden, Thomas A; Feng, Kuishuang; Peters, Glen P; Xi, Fengming; Liu, Junguo; Li, Yuan; Zhao, Yu; Zeng, Ning; He, Kebin

2015-08-20

Nearly three-quarters of the growth in global carbon emissions from the burning of fossil fuels and cement production between 2010 and 2012 occurred in China. Yet estimates of Chinese emissions remain subject to large uncertainty; inventories of China's total fossil fuel carbon emissions in 2008 differ by 0.3 gigatonnes of carbon, or 15 per cent. The primary sources of this uncertainty are conflicting estimates of energy consumption and emission factors, the latter being uncertain because of very few actual measurements representative of the mix of Chinese fuels. Here we re-evaluate China's carbon emissions using updated and harmonized energy consumption and clinker production data and two new and comprehensive sets of measured emission factors for Chinese coal. We find that total energy consumption in China was 10 per cent higher in 2000-2012 than the value reported by China's national statistics, that emission factors for Chinese coal are on average 40 per cent lower than the default values recommended by the Intergovernmental Panel on Climate Change, and that emissions from China's cement production are 45 per cent less than recent estimates. Altogether, our revised estimate of China's CO2 emissions from fossil fuel combustion and cement production is 2.49 gigatonnes of carbon (2 standard deviations = ±7.3 per cent) in 2013, which is 14 per cent lower than the emissions reported by other prominent inventories. Over the full period 2000 to 2013, our revised estimates are 2.9 gigatonnes of carbon less than previous estimates of China's cumulative carbon emissions. Our findings suggest that overestimation of China's emissions in 2000-2013 may be larger than China's estimated total forest sink in 1990-2007 (2.66 gigatonnes of carbon) or China's land carbon sink in 2000-2009 (2.6 gigatonnes of carbon).
Reduced carbon emission estimates from fossil fuel combustion and cement production in China

NASA Astrophysics Data System (ADS)

Liu, Zhu; Guan, Dabo; Wei, Wei; Davis, Steven J.; Ciais, Philippe; Bai, Jin; Peng, Shushi; Zhang, Qiang; Hubacek, Klaus; Marland, Gregg; Andres, Robert J.; Crawford-Brown, Douglas; Lin, Jintai; Zhao, Hongyan; Hong, Chaopeng; Boden, Thomas A.; Feng, Kuishuang; Peters, Glen P.; Xi, Fengming; Liu, Junguo; Li, Yuan; Zhao, Yu; Zeng, Ning; He, Kebin

2015-08-01

Nearly three-quarters of the growth in global carbon emissions from the burning of fossil fuels and cement production between 2010 and 2012 occurred in China. Yet estimates of Chinese emissions remain subject to large uncertainty; inventories of China's total fossil fuel carbon emissions in 2008 differ by 0.3 gigatonnes of carbon, or 15 per cent. The primary sources of this uncertainty are conflicting estimates of energy consumption and emission factors, the latter being uncertain because of very few actual measurements representative of the mix of Chinese fuels. Here we re-evaluate China's carbon emissions using updated and harmonized energy consumption and clinker production data and two new and comprehensive sets of measured emission factors for Chinese coal. We find that total energy consumption in China was 10 per cent higher in 2000-2012 than the value reported by China's national statistics, that emission factors for Chinese coal are on average 40 per cent lower than the default values recommended by the Intergovernmental Panel on Climate Change, and that emissions from China's cement production are 45 per cent less than recent estimates. Altogether, our revised estimate of China's CO2 emissions from fossil fuel combustion and cement production is 2.49 gigatonnes of carbon (2 standard deviations = +/-7.3 per cent) in 2013, which is 14 per cent lower than the emissions reported by other prominent inventories. Over the full period 2000 to 2013, our revised estimates are 2.9 gigatonnes of carbon less than previous estimates of China's cumulative carbon emissions. Our findings suggest that overestimation of China's emissions in 2000-2013 may be larger than China's estimated total forest sink in 1990-2007 (2.66 gigatonnes of carbon) or China's land carbon sink in 2000-2009 (2.6 gigatonnes of carbon).
Wildland fire emissions, carbon, and climate: Modeling fuel consumption

Treesearch

Roger D. Ottmar

2014-01-01

Fuel consumption specifies the amount of vegetative biomass consumed during wildland fire. It is a two-stage process of pyrolysis and combustion that occurs simultaneously and at different rates depending on the characteristics and condition of the fuel, weather, topography, and in the case of prescribed fire, ignition rate and pattern. Fuel consumption is the basic...
Emissions from U.S. waste collection vehicles.

PubMed

Maimoun, Mousa A; Reinhart, Debra R; Gammoh, Fatina T; McCauley Bush, Pamela

2013-05-01

This research is an in-depth environmental analysis of potential alternative fuel technologies for waste collection vehicles. Life-cycle emissions, cost, fuel and energy consumption were evaluated for a wide range of fossil and bio-fuel technologies. Emission factors were calculated for a typical waste collection driving cycle as well as constant speed. In brief, natural gas waste collection vehicles (compressed and liquid) fueled with North-American natural gas had 6-10% higher well-to-wheel (WTW) greenhouse gas (GHG) emissions relative to diesel-fueled vehicles; however the pump-to-wheel (PTW) GHG emissions of natural gas waste collection vehicles averaged 6% less than diesel-fueled vehicles. Landfill gas had about 80% lower WTW GHG emissions relative to diesel. Biodiesel waste collection vehicles had between 12% and 75% lower WTW GHG emissions relative to diesel depending on the fuel source and the blend. In 2011, natural gas waste collection vehicles had the lowest fuel cost per collection vehicle kilometer travel. Finally, the actual driving cycle of waste collection vehicles consists of repetitive stops and starts during waste collection; this generates more emissions than constant speed driving. Published by Elsevier Ltd.
Highway Fuel Consumption Computer Model (Version 1)

DOT National Transportation Integrated Search

1974-04-01

A highway fuel consumption computer model is given. The model allows the computation of fuel consumption of a highway vehicle class as a function of time. The model is of the initial value (in this case initial inventory) and lumped parameter type. P...
75 FR 66008 - Fossil Fuel-Generated Energy Consumption Reduction for New Federal Buildings and Major...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-10-27

... Fossil Fuel-Generated Energy Consumption Reduction for New Federal Buildings and Major Renovations of Federal Buildings; Correction AGENCY: Office of Energy Efficiency and Renewable Energy, Department of... the fossil fuel- generated energy consumption [[Page 66009
Modeling vehicle fuel consumption and emissions at signalized intersection approaches : integrating field-collected data into microscopic simulation.

DOT National Transportation Integrated Search

2012-07-01

Microscopic models produce emissions and fuel consumption estimates with higher temporal resolution than other scales of : models. Most emissions and fuel consumption models were developed with data from dynamometer testing which are : sufficiently a...
Cost/benefit tradeoffs for reducing the energy consumption of the commercial air transportation system

NASA Technical Reports Server (NTRS)

Kraus, E. F.; Vanabkoude, J. C.

1976-01-01

The fuel saving potential and cost effectiveness of numerous operational and technical options proposed for reducing the fuel consumption of the U.S. commercial airline fleet was examined and compared. The impact of the most promising fuel conserving options on fuel consumption, passenger demand, operating costs and airline profits when implemented in the U.S. domestic and international airline fleets was determined. A forecast estimate was made of the potential fuel savings achievable in the U.S. scheduled air transportation system. Specifically, the means for reducing the jet fuel consumption of the U.S. scheduled airlines in domestic and international passenger operations were investigated. A design analysis was made of two turboprop aircraft as possible fuel conserving derivatives of the DC-9-30.
14 CFR 291.44 - BTS Schedule P-12(a), Fuel Consumption by Type of Service and Entity.

Code of Federal Regulations, 2012 CFR

2012-01-01

... other than Jet A fuel, a footnote shall be added indicating the number of gallons and applicable costs... 14 Aeronautics and Space 4 2012-01-01 2012-01-01 false BTS Schedule P-12(a), Fuel Consumption by... TRANSPORTATION Reporting Rules § 291.44 BTS Schedule P-12(a), Fuel Consumption by Type of Service and Entity. (a...
14 CFR 291.44 - BTS Schedule P-12(a), Fuel Consumption by Type of Service and Entity.

Code of Federal Regulations, 2014 CFR

2014-01-01

... other than Jet A fuel, a footnote shall be added indicating the number of gallons and applicable costs... 14 Aeronautics and Space 4 2014-01-01 2014-01-01 false BTS Schedule P-12(a), Fuel Consumption by... TRANSPORTATION Reporting Rules § 291.44 BTS Schedule P-12(a), Fuel Consumption by Type of Service and Entity. (a...
14 CFR 291.44 - BTS Schedule P-12(a), Fuel Consumption by Type of Service and Entity.

Code of Federal Regulations, 2013 CFR

2013-01-01

... other than Jet A fuel, a footnote shall be added indicating the number of gallons and applicable costs... 14 Aeronautics and Space 4 2013-01-01 2013-01-01 false BTS Schedule P-12(a), Fuel Consumption by... TRANSPORTATION Reporting Rules § 291.44 BTS Schedule P-12(a), Fuel Consumption by Type of Service and Entity. (a...
Comparison of hecter fuel with export aviation gasoline

NASA Technical Reports Server (NTRS)

Dickinson, H C; Gage, V R; Sparrow, S W

1921-01-01

Among the fuels which will operate at compression ratios up to at least 8.0 without preignition or "pinking" is hecter fuel, whence a careful determination of its performance is of importance. For the test data presented in this report the hecter fuel used was a mixture of 30 per cent benzol and 70 per cent cyclohexane, having a low freezing point, and distilling from first drop to 90 per cent at nearly a constant temperature, about 20 degrees c. below the average distillation temperature ("mean volatility") of the x gasoline (export grade). The results of these experiments show that the power developed by hecter fuel is the same as that developed by export aviation gasoline at about 1,800 r.p.m. at all altitudes. At lower speeds differences in the power developed by the fuels become evident. Comparisons at ground level were omitted to avoid any possibility of damaging the engine by operating with open throttle on gasoline at so high a compression. The fuel consumption per unit power based on weight, not volume, averaged more than 10 per cent greater with hecter than with x gasoline. The thermal efficiency of the engine when using hecter is less than when using gasoline, particularly at higher speeds. A generalization of the difference for all altitudes and speeds being 8 per cent. A general deduction from these facts is that more hecter is exhausted unburnt. Hecter can withstand high compression pressures and temperature without preignition. (author)

Wood fuel consumption and mortality rates in Sub-Saharan Africa: Evidence from a dynamic panel study.

PubMed

Sulaiman, Chindo; Abdul-Rahim, A S; Chin, Lee; Mohd-Shahwahid, H O

2017-06-01

This study examined the impact of wood fuel consumption on health outcomes, specifically under-five and adult mortality in Sub-Saharan Africa, where wood usage for cooking and heating is on the increase. Generalized method of moment (GMM) estimators were used to estimate the impact of wood fuel consumption on under-five and adult mortality (and also male and female mortality) in the region. The findings revealed that wood fuel consumption had significant positive impact on under-five and adult mortality. It suggests that over the studied period, an increase in wood fuel consumption has increased the mortality of under-five and adult. Importantly, it indicated that the magnitude of the effect of wood fuel consumption was more on the under-five than the adults. Similarly, assessing the effect on a gender basis, it was revealed that the effect was more on female than male adults. This finding suggests that the resultant mortality from wood smoke related infections is more on under-five children than adults, and also are more on female adults than male adults. We, therefore, recommended that an alternative affordable, clean energy source for cooking and heating should be provided to reduce the wood fuel consumption. Copyright © 2017 Elsevier Ltd. All rights reserved.
JPRS Report, East Europe.

DTIC Science & Technology

1988-05-02

Pharmacists Outside of Health Care Sector Not Given Pay Raises ’» New Farm Machinery, Equipment Production Noted ’° Dairy Products Figures Show Production...can uti - lize it for personal consumption. The response of the farmers was that no such fuel surpluses could be con- served. First, because the...health care sector will amount to about 90 percent of the average wage in the socialized economy. 9761 Pharmacists Outside of Health Care Sector Not
Technological growth of fuel efficiency in european automobile market 1975–2015

DOE PAGES

Hu, Kejia; Chen, Yuche

2016-08-29

This paper looks at the technological growth of new car fleet fuel efficiency in the European Union between 1975 and 2015. According to the analysis results, from1975 to 2006 the fuel efficiency technology improvements were largely offset by vehicles' increased weight, engine size, and consumer amenities such as acceleration capacity. After 2006, downsizing in weight and engine capacity was observed in new car fleet, while fuel consumption decreased by 32% between 2006 and 2015. We adopt a statistical method and find that from 1975 to 2015, a 1% increase in weight would result in 0.3 to 0.5% increments in fuelmore » consumption per 100 km, and a 1% reduction in 0-100 km/h acceleration time would increase fuel consumption by about 0.3%. Impacts of other attributes on fuel consumption are also assessed. To meet the European Union's 2021 fuel consumption target, downsizing of cars, as well as at least maintaining fuel efficiency technology growth trend observed between 2005 and 2015, are needed. Lastly, government policies on controlling improvement in acceleration performance or promoting alternative fuel vehicles are also important to achieve European Union 2021 target.« less
Technological growth of fuel efficiency in european automobile market 1975–2015

DOE Office of Scientific and Technical Information (OSTI.GOV)

Hu, Kejia; Chen, Yuche

This paper looks at the technological growth of new car fleet fuel efficiency in the European Union between 1975 and 2015. According to the analysis results, from1975 to 2006 the fuel efficiency technology improvements were largely offset by vehicles' increased weight, engine size, and consumer amenities such as acceleration capacity. After 2006, downsizing in weight and engine capacity was observed in new car fleet, while fuel consumption decreased by 32% between 2006 and 2015. We adopt a statistical method and find that from 1975 to 2015, a 1% increase in weight would result in 0.3 to 0.5% increments in fuelmore » consumption per 100 km, and a 1% reduction in 0-100 km/h acceleration time would increase fuel consumption by about 0.3%. Impacts of other attributes on fuel consumption are also assessed. To meet the European Union's 2021 fuel consumption target, downsizing of cars, as well as at least maintaining fuel efficiency technology growth trend observed between 2005 and 2015, are needed. Lastly, government policies on controlling improvement in acceleration performance or promoting alternative fuel vehicles are also important to achieve European Union 2021 target.« less
40 CFR 610.42 - Fuel economy measurement.

Code of Federal Regulations, 2013 CFR

2013-07-01

... Fuel economy measurement. (a) Fuel consumption will be measured by: (1) The carbon balance method, or... in addition to the emissions measuring equipment. (b) The carbon balance procedure for measuring fuel consumption relates the carbon products in the exhaust to the amount of fuel burned during the test. This...
40 CFR 610.42 - Fuel economy measurement.

Code of Federal Regulations, 2011 CFR

2011-07-01

... Fuel economy measurement. (a) Fuel consumption will be measured by: (1) The carbon balance method, or... in addition to the emissions measuring equipment. (b) The carbon balance procedure for measuring fuel consumption relates the carbon products in the exhaust to the amount of fuel burned during the test. This...
40 CFR 610.42 - Fuel economy measurement.

Code of Federal Regulations, 2014 CFR

2014-07-01

... Fuel economy measurement. (a) Fuel consumption will be measured by: (1) The carbon balance method, or... in addition to the emissions measuring equipment. (b) The carbon balance procedure for measuring fuel consumption relates the carbon products in the exhaust to the amount of fuel burned during the test. This...
40 CFR 610.42 - Fuel economy measurement.

Code of Federal Regulations, 2012 CFR

2012-07-01

... Fuel economy measurement. (a) Fuel consumption will be measured by: (1) The carbon balance method, or... in addition to the emissions measuring equipment. (b) The carbon balance procedure for measuring fuel consumption relates the carbon products in the exhaust to the amount of fuel burned during the test. This...
Electricity Consumption in the Industrial Sector of Jordan: Application of Multivariate Linear Regression and Adaptive Neuro-Fuzzy Techniques

NASA Astrophysics Data System (ADS)

Samhouri, M.; Al-Ghandoor, A.; Fouad, R. H.

2009-08-01

In this study two techniques, for modeling electricity consumption of the Jordanian industrial sector, are presented: (i) multivariate linear regression and (ii) neuro-fuzzy models. Electricity consumption is modeled as function of different variables such as number of establishments, number of employees, electricity tariff, prevailing fuel prices, production outputs, capacity utilizations, and structural effects. It was found that industrial production and capacity utilization are the most important variables that have significant effect on future electrical power demand. The results showed that both the multivariate linear regression and neuro-fuzzy models are generally comparable and can be used adequately to simulate industrial electricity consumption. However, comparison that is based on the square root average squared error of data suggests that the neuro-fuzzy model performs slightly better for future prediction of electricity consumption than the multivariate linear regression model. Such results are in full agreement with similar work, using different methods, for other countries.
Fuel consumption impacts of auto roof racks

DOE PAGES

Chen, Yuche; Meier, Alan

2016-03-23

The after-market roof rack is one of the most common components attached to a vehicle for carrying over-sized items, such as bicycles and skis. It is important to understand these racks' fuel consumption impacts on both individual vehicles and the national fleet because they are widely used. We estimate the national fuel consumption impacts of roof racks using a bottom-up approach. Our model incorporates real-world data and vehicle stock information to enable assessing fuel consumption impacts for several categories of vehicles, rack configurations, and usage conditions. In addition, the model draws on two new data-gathering techniques, on-line forums and crowd-sourcing.more » The results show that nationwide, roof racks are responsible for 0.8‰ of light duty vehicle fuel consumption in 2015, corresponding to 100 million gallons of gasoline per year. Sensitivity analyses show that results are most sensitive to the fraction of vehicles with installed roof racks but carrying no equipment. Here, the aerodynamic efficiency of typical roof racks can be greatly improved and reduce individual vehicle fuel consumption; however, government policies to minimize extensive driving with empty racks--if successful--could save more fuel nationally.« less
Emissions and climate-relevant optical properties of pollutants emitted from a three-stone fire and the Berkeley-Darfur stove tested under laboratory conditions.

PubMed

Preble, Chelsea V; Hadley, Odelle L; Gadgil, Ashok J; Kirchstetter, Thomas W

2014-06-03

Cooking in the developing world generates pollutants that endanger the health of billions of people and contribute to climate change. This study quantified pollutants emitted when cooking with a three-stone fire (TSF) and the Berkeley-Darfur Stove (BDS), the latter of which encloses the fire to increase fuel efficiency. The stoves were operated at the Lawrence Berkeley National Laboratory testing facility with a narrow range of fuel feed rates to minimize performance variability. Fast (1 Hz) measurements of pollutants enabled discrimination between the stoves' emission profiles and development of woodsmoke-specific calibrations for the aethalometer (black carbon, BC) and DustTrak (fine particles, PM2.5). The BDS used 65±5% (average±95% confidence interval) of the wood consumed by the TSF and emitted 50±5% of the carbon monoxide emitted by the TSF for an equivalent cooking task, indicating its higher thermal efficiency and a modest improvement in combustion efficiency. The BDS reduced total PM2.5 by 50% but achieved only a 30% reduction in BC emissions. The BDS-emitted particles were, therefore, more sunlight-absorbing: the average single scattering albedo at 532 nm was 0.36 for the BDS and 0.47 for the TSF. Mass emissions of PM2.5 and BC varied more than emissions of CO and wood consumption over all tests, and emissions and wood consumption varied more among TSF than BDS tests. The international community and the Global Alliance for Clean Cookstoves have proposed performance targets for the highest tier of cookstoves that correspond to greater reductions in fuel consumption and PM2.5 emissions of approximately 65% and 95%, respectively, compared to baseline cooking with the TSF. Given the accompanying decrease in BC emissions for stoves that achieve this stretch goal and BC's extremely high global warming potential, the short-term climate change mitigation from avoided BC emissions could exceed that from avoided CO2 emissions.
Alternate Energy for National Security.

NASA Astrophysics Data System (ADS)

Rath, Bhakta

2010-02-01

Recent price fluctuations at the gas pump have brought our attention to the phenomenal increase of global energy consumption in recent years. It is now evident that we have almost reached a peak in global oil production. Several projections indicate that total world consumption of oil will rise by nearly 60 per cent between 1999 and 2020. In 1999 consumption was equivalent to 86 million barrels of oil per day, which has reached a peak of production extracted from most known oil reserves. These projections, if accurate, will present an unprecedented crisis to the global economy and industry. As an example, in the US, nearly 40 per cent of energy usage is provided by petroleum, of which nearly a third is used in transportation. The US Department of Defense (DOD) is the single largest buyer of fuel, amounting to, on the average, 13 million gallons per day. Additionally, these fuels have to meet different requirements that prevent use of ethanol additives and biodiesel. An aggressive search for alternate energy sources, both renewable and nonrenewable, is vital. The presentation will review national and DOD perspectives on the exploration of alternate energy with a focus on energy derivable from the ocean. )
Using the Relationship between Vehicle Fuel Consumption and CO[subscript 2] Emissions to Illustrate Chemical Principles

ERIC Educational Resources Information Center

Oliver-Hoyo, Maria T.; Pinto, Gabriel

2008-01-01

This instructional resource utilizes consumer product information by which students compare theoretical stoichiometric calculations to CO[subscript 2] car emissions and fuel consumption data. Representing graphically the emission of CO[subscript 2] versus consumption of fuel provides a tangible way of connecting concepts studied in chemistry…
Life cycle assessment of vehicle lightweighting: a physics-based model of mass-induced fuel consumption.

PubMed

Kim, Hyung Chul; Wallington, Timothy J

2013-12-17

Lightweighting is a key strategy used to improve vehicle fuel economy. Replacing conventional materials (e.g., steel) with lighter alternatives (e.g., aluminum, magnesium, and composites) decreases energy consumption and greenhouse gas (GHG) emissions during vehicle use, but often increases energy consumption and GHG emissions during materials and vehicle production. Assessing the life-cycle benefits of mass reduction requires a quantitative description of the mass-induced fuel consumption during vehicle use. A new physics-based method for estimating mass-induced fuel consumption (MIF) is proposed. We illustrate the utility of this method by using publicly available data to calculate MIF values in the range of 0.2-0.5 L/(100 km 100 kg) based on 106 records of fuel economy tests by the U.S. Environmental Protection Agency for 2013 model year vehicles. Lightweighting is shown to have the most benefit when applied to vehicles with high fuel consumption and high power. Use of the physics-based model presented here would place future life cycle assessment studies of vehicle lightweighting on a firmer scientific foundation.
Measurements and source apportionment of particle-associated polycyclic aromatic hydrocarbons in ambient air in Riyadh, Saudi Arabia

NASA Astrophysics Data System (ADS)

Bian, Qijing; Alharbi, Badr; Collett, Jeffrey; Kreidenweis, Sonia; Pasha, Mohammad J.

2016-07-01

Ambient air samples were obtained in Riyadh, the capital and largest city of Saudi Arabia, during two measurement campaigns spanning September 2011 to September 2012. Sixteen particle-phase polycyclic aromatic hydrocarbons (PAH) were quantified in 167 samples. Pyrene and fluoranthene were the most abundant PAH, with average of 3.37 ± 14.01 ng m-3 and 8.00 ± 44.09 ng m-3, respectively. A dominant contribution from low molecular weight (LMW) PAH (MW < 228) suggested a large influence of industrial emissions on PAH concentrations. Monte Carlo source apportionment using diagnostic ratios showed that 80 ± 10% of the average LMW PAH concentrations were contributed by petroleum vapor emissions, while 53 ± 19% of high molecular weight (HMW) PAH were from solid fuel combustion emissions. The positive matrix factorization model estimated that oil combustion emissions dominated total PAH concentrations, accounting for on average 96%, likely due to widespread use of oil fuels in energy production (power plants and industries). Our results demonstrate the significant influence of petroleum product production and consumption on particulate-phase PAH concentrations in Riyadh, but also point to the importance of traffic and solid fuel burning, including coke burning and seasonal biomass burning, especially as they contribute to the ambient levels of HMW PAH.
Impact of methanol-gasoline fuel blend on the fuel consumption and exhaust emission of a SI engine

NASA Astrophysics Data System (ADS)

Rifal, Mohamad; Sinaga, Nazaruddin

2016-04-01

In this study, the effect of methanol-gasoline fuel blend (M15, M30 and M50) on the fuel consumption and exhaust emission of a spark ignition engine (SI) were investigated. In the experiment, an engine four-cylinder, four stroke injection system (engine of Toyota Kijang Innova 1TR-FE) was used. Test were did to know the relation of fuel consumption and exhaust emission (CO, CO2, HC) were analyzed under the idle throttle operating condition and variable engine speed ranging from 1000 to 4000 rpm. The experimental result showed that the fuel consumption decrease with the use of methanol. It was also shown that the CO and HC emission were reduced with the increase methanol content while CO2 were increased.
Butanol/Gasoline Test Plan

DTIC Science & Technology

2012-03-01

Differences between gasoline fuel and biobutanol fuel including the effects of temperature  Safety-related and health issues including safety...where engine-operating parameters such as fuel consumption , performance, and emissions are monitored under controlled conditions, with the addition...7 3.3 Power and Fuel Consumption
The methodology of variable management of propellant fuel consumption by jet-propulsion engines of a spacecraft

NASA Astrophysics Data System (ADS)

Kovtun, V. S.

2012-12-01

Traditionally, management of propellant fuel consumption on board of a spacecraft is only associated with the operation of jet-propulsion engines (JPE) that are actuator devices of motion control systems (MCS). The efficiency of propellant fuel consumption depends not only on the operation of the MCS, but also, to one extent or another, on all systems functioning on board of a spacecraft, and on processes that occur in them and involve conversion of variable management of propellant fuel consumption by JPEs as a constituent part of the control of the complex process of spacecraft flight.
Helicopter fuel burn modeling in AEDT.

DOT National Transportation Integrated Search

2011-08-01

This report documents work done to enhance helicopter fuel consumption modeling in the Federal Aviation : Administrations Aviation Environmental Design Tool (AEDT). Fuel consumption and flight performance data : were collected from helicopter flig...
Fuel burn modeling of turboprop aircraft.

DOT National Transportation Integrated Search

2011-08-01

This report documents work done to enhance turbo-propeller aircraft fuel consumption modeling in the Federal Aviation Administrations Aviation Environmental Design Tool (AEDT). Fuel consumption and flight performance data were collected from aircr...

Relationships between firing pattern, fuel consumption, and turbulence and energy exchange during prescribed fires

Treesearch

Kenneth L. Clark; Michael Gallagher; Warren E. Heilman; Nicholas Skowronski; Eric Mueller; Albert. Simeoni

2017-01-01

Fuel loading and consumption during prescribed fires are well-characterized for many pine-dominated forests, but relationships between firing practices, consumption of specific fuel components, and above-canopy turbulence and energy exchange have received less attention (Ottmar et al. 2016, Clements et al. 2016). However, quantitative information on how firing patterns...
USA: Economica, Politics, Ideology. Number 6, June 1977

DTIC Science & Technology

1977-07-07

important factors intensifying the contradictions and increasing the dif- ficulties in the American economy. It coincided with the most severe cyclical...energy resources. Since the beginning of the 1950’s, the energy needs of the United States have increased more rapidly than the domestic production...1.229 billion tons of fuel in 1950 to 2.592 billion tons in 1975; this was an increase of 111 percent. The average rate of increase in consumption
Vehicle emissions and consumer information in car advertisements

PubMed Central

Wilson, Nick; Maher, Anthony; Thomson, George; Keall, Michael

2008-01-01

Background The advertising of vehicles has been studied from a safety perspective but not in terms of vehicle air pollutants. We aimed to examine the content and trends of greenhouse gas emissions and air pollution-related information, in light passenger vehicle advertisements. Methods Content analysis of the two most popular current affairs magazines in New Zealand for the five year period 2001–2005 was undertaken (n = 514 advertisements). This was supplemented with vehicle data from official websites. Results The advertisements studied provided some information on fuel type (52%), and engine size (39%); but hardly any provided information on fuel efficiency (3%), or emissions (4%). Over the five-year period the reported engine size increased significantly, while fuel efficiency did not improve. For the vehicles advertised, for which relevant official website data could be obtained, the average "greenhouse rating" for carbon dioxide (CO2) emissions was 5.1, with a range from 0.5 to 8.5 (on a scale with 10 being the best and 0.5 being the most polluting). The average CO2 emissions were 50% higher than the average for cars made by European manufacturers. The average "air pollution" rating for the advertised vehicles was 5.4 (on the same 1–10 scale). The yearly averages for the "greenhouse" or "air pollution" ratings did not change significantly over the five-year period. One advertised hybrid vehicle had a fuel consumption that was under half the average (4.4 versus 9.9 L/100 km), as well as the best "greenhouse" and "air pollution" ratings. Conclusion To enhance informed consumer choice and to control greenhouse gas and air pollution emissions, governments should introduce regulations on the content of vehicle advertisements and marketing (as started by the European Union). Similar regulations are already in place for the marketing of many other consumer products. PMID:18445291
Analyze Experiment For Vigas and Pertamax to Performance and Exhaust Gas Emission for Gasoline Motor 2000cc

NASA Astrophysics Data System (ADS)

As'adi, Muhamad; Chrisna Ayu Dwiharpini Tupan, Diachirta

2018-02-01

The purpose and target for this analyze experiment is we get the performance variabel from gasoline motor which used LGV for fuel and Pertamax, so can give knowledge to community if LGV can be using LGV for fuel to transportation industry and more economic. We used experiment method of engine gasoline motor with 2000 cc which is LGV and Pertamax for fuel. The experiment with static experiment tes above Dyno Test. The result is engine perform to subscribe Torque, power, fuel consumption. Beside the static test we did the Exhaust Steam Emission. The result is the used LGV with the commercial brand Vigas can increase the maximum Engine Power 20.86% and Average Power 14.1%, the maximum torque for Motor which is use LGV as fuel is smaller than Motor with Pertamax, the decrease is 0.94%.Using Vigas in Motor can increase the mileage until 6.9% compare with the Motor with pertamax.Air Fuel Ratio (AFR) for both of the fuels still below the standard, so still happen waste of fuel, specially in low compression.Using Vigas can reduce the Exhaust Steam Emission especially CO2
The Influence of Intersections on Fuel Consumption in Urban Arterial Road Traffic: A Single Vehicle Test in Harbin, China

PubMed Central

Wu, Lina; Ci, Yusheng; Chu, Jiangwei; Zhang, Hongsheng

2015-01-01

The calculating method for fuel consumption (FC) was put forward and calibrated and the characteristics of the fuel consumption on intersections were analyzed based on 18 groups of vehicular operating data which were acquired from the test experiment of a single vehicle along the urban arterial roads in Harbin, China. The results obtained show that 50.36% of the fuel consumption for the test vehicle was used at the area of intersections compared with 28.9% of the influencing distance and 68.5% of the running time; and 78.4% of them was burnt at the stages of acceleration and idling. Meanwhile, the type (c) of the vehicular operating status was illustrated to be the worst way of reducing fuel consumption, the causes were analyzed and four improvement strategies were put forward. PMID:26367012
The effect of exhaust-to-coolant heat transfer on warm-up time and fuel consumption of two automobile engines

DOE Office of Scientific and Technical Information (OSTI.GOV)

Goettler, H.J.; Vidger, L.J.; Majkrzak

A 1977 Buick V-6 engine and a 1981 Ford Granada automobile were equipped with heat exchangers to transfer energy from the exhaust gases to the cooling water after cold starts in order to shorten engine warm-up periods and improve fuel economy. A parallel concern was the time required to reach satisfactory heat delivery to the passenger compartment. The Buick engine was investigated in the laboratory. The Ford automobile was tested during driving over a 12.4 km length of freeway and over an 8.6 km test route including both in-town and highway segments. Prior to each test run the engines weremore » exposed to ambient air for at least 8 hours at temperatures ranging from -26/sup 0/C to +2/sup 0/C. The use of the heat exchangers resulted in average reductions of fuel consumption of 2.8% during a 7 minute warm-up period for the engine, and of 2.2% for the automobile when tested on the above test routes. The corresponding times for the coolant in the automobile compartment heater to reach maximum temperature were reduced by 16% and 7%. While fuel savings were achieved, their economic value is questionable, particularly in light of a possible retrofit of an existing automobile with an exhaust-to-coolant heat exchanger and the necessary control equipment.« less
Effects of salvage logging and pile-and-burn on fuel loading, potential fire behaviour, fuel consumption and emissions

Treesearch

Morris C. Johnson; Jessica E. Halofsky; David L. Peterson

2013-01-01

We used a combination of field measurements and simulation modelling to quantify the effects of salvage logging, and a combination of salvage logging and pile-and-burn fuel surface fuel treatment (treatment combination), on fuel loadings, fire behaviour, fuel consumption and pollutant emissions at three points in time: post-windstorm (before salvage logging), post-...
Navigation API Route Fuel Saving Opportunity Assessment on Large-Scale Real-World Travel Data for Conventional Vehicles and Hybrid Electric Vehicles: Preprint

DOE Office of Scientific and Technical Information (OSTI.GOV)

Zhu, Lei; Holden, Jacob; Gonder, Jeffrey D

The green routing strategy instructing a vehicle to select a fuel-efficient route benefits the current transportation system with fuel-saving opportunities. This paper introduces a navigation API route fuel-saving evaluation framework for estimating fuel advantages of alternative API routes based on large-scale, real-world travel data for conventional vehicles (CVs) and hybrid electric vehicles (HEVs). The navigation APIs, such Google Directions API, integrate traffic conditions and provide feasible alternative routes for origin-destination pairs. This paper develops two link-based fuel-consumption models stratified by link-level speed, road grade, and functional class (local/non-local), one for CVs and the other for HEVs. The link-based fuel-consumption modelsmore » are built by assigning travel from a large number of GPS driving traces to the links in TomTom MultiNet as the underlying road network layer and road grade data from a U.S. Geological Survey elevation data set. Fuel consumption on a link is calculated by the proposed fuel consumption model. This paper envisions two kinds of applications: 1) identifying alternate routes that save fuel, and 2) quantifying the potential fuel savings for large amounts of travel. An experiment based on a large-scale California Household Travel Survey GPS trajectory data set is conducted. The fuel consumption and savings of CVs and HEVs are investigated. At the same time, the trade-off between fuel saving and time saving for choosing different routes is also examined for both powertrains.« less
Accessing and constructing driving data to develop fuel consumption forecast model

NASA Astrophysics Data System (ADS)

Yamashita, Rei-Jo; Yao, Hsiu-Hsen; Hung, Shih-Wei; Hackman, Acquah

2018-02-01

In this study, we develop a forecasting models, to estimate fuel consumption based on the driving behavior, in which vehicles and routes are known. First, the driving data are collected via telematics and OBDII. Then, the driving fuel consumption formula is used to calculate the estimate fuel consumption, and driving behavior indicators are generated for analysis. Based on statistical analysis method, the driving fuel consumption forecasting model is constructed. Some field experiment results were done in this study to generate hundreds of driving behavior indicators. Based on data mining approach, the Pearson coefficient correlation analysis is used to filter highly fuel consumption related DBIs. Only highly correlated DBI will be used in the model. These DBIs are divided into four classes: speed class, acceleration class, Left/Right/U-turn class and the other category. We then use K-means cluster analysis to group to the driver class and the route class. Finally, more than 12 aggregate models are generated by those highly correlated DBIs, using the neural network model and regression analysis. Based on Mean Absolute Percentage Error (MAPE) to evaluate from the developed AMs. The best MAPE values among these AM is below 5%.
Short-Term Energy Outlook Model Documentation: Electricity Generation and Fuel Consumption Models

EIA Publications

2014-01-01

The electricity generation and fuel consumption models of the Short-Term Energy Outlook (STEO) model provide forecasts of electricity generation from various types of energy sources and forecasts of the quantities of fossil fuels consumed for power generation. The structure of the electricity industry and the behavior of power generators varies between different areas of the United States. In order to capture these differences, the STEO electricity supply and fuel consumption models are designed to provide forecasts for the four primary Census regions.
DOE Office of Scientific and Technical Information (OSTI.GOV)

Pawlowski, Alexander; Splitter, Derek A

It is well known that spark ignited engine performance and efficiency is closely coupled to fuel octane number. The present work combines historical and recent trends in spark ignition engines to build a database of engine design, performance, and fuel octane requirements over the past 80 years. The database consists of engine compression ratio, required fuel octane number, peak mean effective pressure, specific output, and combined unadjusted fuel economy for passenger vehicles and light trucks. Recent trends in engine performance, efficiency, and fuel octane number requirement were used to develop correlations of fuel octane number utilization, performance, specific output. Themore » results show that historically, engine compression ratio and specific output have been strongly coupled to fuel octane number. However, over the last 15 years the sales weighted averages of compression ratios, specific output, and fuel economy have increased, while the fuel octane number requirement has remained largely unchanged. Using the developed correlations, 10-year-out projections of engine performance, design, and fuel economy are estimated for various fuel octane numbers, both with and without turbocharging. The 10-year-out projection shows that only by keeping power neutral while using 105 RON fuel will allow the vehicle fleet to meet CAFE targets if only the engine is relied upon to decrease fuel consumption. If 98 RON fuel is used, a power neutral fleet will have to reduce vehicle weight by 5%.« less
Air transportation energy consumption - Yesterday, today, and tomorrow

NASA Technical Reports Server (NTRS)

Mascy, A. C.; Williams, L. J.

1975-01-01

The energy consumption by aviation is reviewed and projections of its growth are discussed. Forecasts of domestic passenger demand are presented, and the effect of restricted fuel supply and increased fuel prices is considered. The most promising sources for aircraft fuels, their availability and cost, and possible alternative fuels are reviewed. The energy consumption by various air and surface transportation modes is identified and compared on typical portal-to-portal trips. A measure of the indirect energy consumed by ground and air modes is defined. Historical trends in aircraft energy intensities are presented and the potential fuel savings with new technologies are discussed.
Reduced carbon emission estimates from fossil fuel combustion and cement production in China

DOE PAGES

Liu, Z.; Guan, D.; Wei, W.; ...

2015-08-19

Nearly three-quarters of the growth in global carbon emissions from the burning of fossil fuels and cement production between 2010 and 2012 occurred in China. Yet estimates of Chinese emissions remain subject to large uncertainty; inventories of China’s total fossil fuel carbon emissions in 2008 differ by 0.3 gigatonnes of carbon, or 15 per cent. The primary sources of this uncertainty are conflicting estimates of energy consumption and emission factors, the latter being uncertain because of very few actual measurements representative of the mix of Chinese fuels. Here we re-evaluate China’s carbon emissions using updated and harmonized energy consumption andmore » clinker production data and two new and comprehensive sets of measured emission factors for Chinese coal. We find that total energy consumption in China was 10 per cent higher in 2000–2012 than the value reported by China’s national statistics, that emission factors for Chinese coal are on average 40 per cent lower than the default values recommended by the Intergovernmental Panel on Climate Change, and that emissions from China’s cement production are 45 per cent less than recent estimates. Altogether, our revised estimate of China’s CO 2 emissions from fossil fuel combustion and cement production is 2.49 gigatonnes of carbon (2 standard deviations = ±7.3 per cent) in 2013, which is 14 per cent lower than the emissions reported by other prominent inventories. Over the full period 2000 to 2013, our revised estimates are 2.9 gigatonnes of carbon less than previous estimates of China’s cumulative carbon emissions. Our findings suggest that overestimation of China’s emissions in 2000–2013 may be larger than China’s estimated total forest sink in 1990–2007 (2.66 gigatonnes of carbon) or China’s land carbon sink in 2000–2009 (2.6 gigatonnes of carbon).« less
Reduced carbon emission estimates from fossil fuel combustion and cement production in China

DOE Office of Scientific and Technical Information (OSTI.GOV)

Liu, Z.; Guan, D.; Wei, W.

Nearly three-quarters of the growth in global carbon emissions from the burning of fossil fuels and cement production between 2010 and 2012 occurred in China. Yet estimates of Chinese emissions remain subject to large uncertainty; inventories of China’s total fossil fuel carbon emissions in 2008 differ by 0.3 gigatonnes of carbon, or 15 per cent. The primary sources of this uncertainty are conflicting estimates of energy consumption and emission factors, the latter being uncertain because of very few actual measurements representative of the mix of Chinese fuels. Here we re-evaluate China’s carbon emissions using updated and harmonized energy consumption andmore » clinker production data and two new and comprehensive sets of measured emission factors for Chinese coal. We find that total energy consumption in China was 10 per cent higher in 2000–2012 than the value reported by China’s national statistics, that emission factors for Chinese coal are on average 40 per cent lower than the default values recommended by the Intergovernmental Panel on Climate Change, and that emissions from China’s cement production are 45 per cent less than recent estimates. Altogether, our revised estimate of China’s CO 2 emissions from fossil fuel combustion and cement production is 2.49 gigatonnes of carbon (2 standard deviations = ±7.3 per cent) in 2013, which is 14 per cent lower than the emissions reported by other prominent inventories. Over the full period 2000 to 2013, our revised estimates are 2.9 gigatonnes of carbon less than previous estimates of China’s cumulative carbon emissions. Our findings suggest that overestimation of China’s emissions in 2000–2013 may be larger than China’s estimated total forest sink in 1990–2007 (2.66 gigatonnes of carbon) or China’s land carbon sink in 2000–2009 (2.6 gigatonnes of carbon).« less
An Improved Simulated Annealing Technique for Enhanced Mobility in Smart Cities.

PubMed

Amer, Hayder; Salman, Naveed; Hawes, Matthew; Chaqfeh, Moumena; Mihaylova, Lyudmila; Mayfield, Martin

2016-06-30

Vehicular traffic congestion is a significant problem that arises in many cities. This is due to the increasing number of vehicles that are driving on city roads of limited capacity. The vehicular congestion significantly impacts travel distance, travel time, fuel consumption and air pollution. Avoidance of traffic congestion and providing drivers with optimal paths are not trivial tasks. The key contribution of this work consists of the developed approach for dynamic calculation of optimal traffic routes. Two attributes (the average travel speed of the traffic and the roads' length) are utilized by the proposed method to find the optimal paths. The average travel speed values can be obtained from the sensors deployed in smart cities and communicated to vehicles via the Internet of Vehicles and roadside communication units. The performance of the proposed algorithm is compared to three other algorithms: the simulated annealing weighted sum, the simulated annealing technique for order preference by similarity to the ideal solution and the Dijkstra algorithm. The weighted sum and technique for order preference by similarity to the ideal solution methods are used to formulate different attributes in the simulated annealing cost function. According to the Sheffield scenario, simulation results show that the improved simulated annealing technique for order preference by similarity to the ideal solution method improves the traffic performance in the presence of congestion by an overall average of 19.22% in terms of travel time, fuel consumption and CO₂ emissions as compared to other algorithms; also, similar performance patterns were achieved for the Birmingham test scenario.
An Improved Simulated Annealing Technique for Enhanced Mobility in Smart Cities

PubMed Central

Amer, Hayder; Salman, Naveed; Hawes, Matthew; Chaqfeh, Moumena; Mihaylova, Lyudmila; Mayfield, Martin

2016-01-01

Vehicular traffic congestion is a significant problem that arises in many cities. This is due to the increasing number of vehicles that are driving on city roads of limited capacity. The vehicular congestion significantly impacts travel distance, travel time, fuel consumption and air pollution. Avoidance of traffic congestion and providing drivers with optimal paths are not trivial tasks. The key contribution of this work consists of the developed approach for dynamic calculation of optimal traffic routes. Two attributes (the average travel speed of the traffic and the roads’ length) are utilized by the proposed method to find the optimal paths. The average travel speed values can be obtained from the sensors deployed in smart cities and communicated to vehicles via the Internet of Vehicles and roadside communication units. The performance of the proposed algorithm is compared to three other algorithms: the simulated annealing weighted sum, the simulated annealing technique for order preference by similarity to the ideal solution and the Dijkstra algorithm. The weighted sum and technique for order preference by similarity to the ideal solution methods are used to formulate different attributes in the simulated annealing cost function. According to the Sheffield scenario, simulation results show that the improved simulated annealing technique for order preference by similarity to the ideal solution method improves the traffic performance in the presence of congestion by an overall average of 19.22% in terms of travel time, fuel consumption and CO2 emissions as compared to other algorithms; also, similar performance patterns were achieved for the Birmingham test scenario. PMID:27376289
Life Cycle Assessment of Vehicle Lightweighting: Novel Mathematical Methods to Estimate Use-Phase Fuel Consumption.

PubMed

Kim, Hyung Chul; Wallington, Timothy J; Sullivan, John L; Keoleian, Gregory A

2015-08-18

Lightweighting is a key strategy to improve vehicle fuel economy. Assessing the life-cycle benefits of lightweighting requires a quantitative description of the use-phase fuel consumption reduction associated with mass reduction. We present novel methods of estimating mass-induced fuel consumption (MIF) and fuel reduction values (FRVs) from fuel economy and dynamometer test data in the U.S. Environmental Protection Agency (EPA) database. In the past, FRVs have been measured using experimental testing. We demonstrate that FRVs can be mathematically derived from coast down coefficients in the EPA vehicle test database avoiding additional testing. MIF and FRVs calculated for 83 different 2013 MY vehicles are in the ranges 0.22-0.43 and 0.15-0.26 L/(100 km 100 kg), respectively, and increase to 0.27-0.53 L/(100 km 100 kg) with powertrain resizing to retain equivalent vehicle performance. We show how use-phase fuel consumption can be estimated using MIF and FRVs in life cycle assessments (LCAs) of vehicle lightweighting from total vehicle and vehicle component perspectives with, and without, powertrain resizing. The mass-induced fuel consumption model is illustrated by estimating lifecycle greenhouse gas (GHG) emission benefits from lightweighting a grille opening reinforcement component using magnesium or carbon fiber composite for 83 different vehicle models.
Fuel Consumption Modeling of a Transport Category Aircraft Using Flight Operations Quality Assurance Data: A Literature Review

NASA Technical Reports Server (NTRS)

Stolzer, Alan J.

2002-01-01

Fuel is a major cost expense for air carriers. A typical airline spends 10% of its operating budget on the purchase of jet fuel, which even exceeds its expenditures on aircraft acquisitions. Thus, it is imperative that fuel consumption be managed as wisely as possible. The implementation of Flight Operations Quality Assurance (FOQA) programs at airlines may be able to assist in this management effort. The purpose of the study is to examine the literature regarding fuel consumption by air carriers, the literature related to air carrier fuel conservation efforts, and the literature related to the appropriate statistical methodologies to analyze the FOQA-derived data.
Evaluation of the CONSUME and FOFEM fuel consumption models in pine and mixed hardwood forests of the eastern United States

Treesearch

Susan J. Prichard; Eva C. Karau; Roger D. Ottmar; Maureen C. Kennedy; James B. Cronan; Clinton S. Wright; Robert E. Keane

2014-01-01

Reliable predictions of fuel consumption are critical in the eastern United States (US), where prescribed burning is frequently applied to forests and air quality is of increasing concern. CONSUME and the First Order Fire Effects Model (FOFEM), predictive models developed to estimate fuel consumption and emissions from wildland fires, have not been systematically...
14 CFR 291.44 - BTS Schedule P-12(a), Fuel Consumption by Type of Service and Entity.

Code of Federal Regulations, 2011 CFR

2011-01-01

... TRANSPORTATION Reporting Rules § 291.44 BTS Schedule P-12(a), Fuel Consumption by Type of Service and Entity. (a) For the purposes of BTS schedule P-12(a), type of service shall be either scheduled service or... 14 Aeronautics and Space 4 2011-01-01 2011-01-01 false BTS Schedule P-12(a), Fuel Consumption by...

Progress of fossil fuel science

DOE Office of Scientific and Technical Information (OSTI.GOV)

Demirbas, M.F.

2007-07-01

Coal is the most abundant and widely distributed fossil fuel. More than 45% of the world's electricity is generated from coal, and it is the major fuel for generating electricity worldwide. The known coal reserves in the world are enough for more than 215 years of consumption, while the known oil reserves are only about 39 times of the world's consumption and the known natural gas reserves are about 63 times of the world's consumption level in 1998. In recent years, there have been effective scientific investigations on Turkish fossil fuels, which are considerable focused on coal resources. Coal ismore » a major fossil fuel source for Turkey. Turkish coal consumption has been stable over the past decade and currently accounts for about 24% of the country's total energy consumption. Lignite coal has had the biggest share in total fossil fuel production, at 43%, in Turkey. Turkish researchers may investigate ten broad pathways of coal species upgrading, such as desulfurization and oxydesulfurization, pyrolysis and hydropyrolysis, liquefaction and hydroliquefaction, extraction and supercritical fluid extraction, gasification, oxidation, briquetting, flotation, and structure identification.« less
Relative dynamics and motion control of nanosatellite formation flying

NASA Astrophysics Data System (ADS)

Pimnoo, Ammarin; Hiraki, Koju

2016-04-01

Orbit selection is a necessary factor in nanosatellite formation mission design/meanwhile, to keep the formation, it is necessary to consume fuel. Therefore, the best orbit design for nanosatellite formation flying should be one that requires the minimum fuel consumption. The purpose of this paper is to analyse orbit selection with respect to the minimum fuel consumption, to provide a convenient way to estimate the fuel consumption for keeping nanosatellite formation flying and to present a simplified method of formation control. The formation structure is disturbed by J2 gravitational perturbation and other perturbing accelerations such as atmospheric drag. First, Gauss' Variation Equations (GVE) are used to estimate the essential ΔV due to the J2 perturbation and atmospheric drag. The essential ΔV presents information on which orbit is good with respect to the minimum fuel consumption. Then, the linear equations which account for J2 gravitational perturbation of Schweighart-Sedwick are presented and used to estimate the fuel consumption to maintain the formation structure. Finally, the relative dynamics motion is presented as well as a simplified motion control of formation structure by using GVE.
78 FR 71731 - 2014 Standards for the Renewable Fuel Standard Program

Federal Register 2010, 2011, 2012, 2013, 2014

2013-11-29

... of E85 Consumption c. Proposed Projection of E85 Consumption in 2014 d. Estimating Total Ethanol Consumption in 2014 2. Estimating Availability of Non-Ethanol Renewable Fuel Volumes a. Non-Ethanol Cellulosic... Biofuel c. Option 3: Availability, Growth, and Limits on Ethanol Consumption D. Summary of Proposed Volume...
75 FR 52892 - Energy Conservation Program for Consumer Products: Test Procedures for Residential Water Heaters...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-08-30

.... Treatment of Fossil-Fuel Consumption in Existing Test Procedures for Fossil-Fuel Vented Heaters 2. Specific.... Proposed Test Procedure Amendments for Pool Heaters 1. Treatment of Fossil-Fuel Consumption in Existing.... Fossil-fuel standby mode and off mode energy use is already integrated into the vented [[Page 52895...
Combustion performance and exhaust emissions fuelled with non-surfactant water-in-diesel emulsion fuel made from different water sources.

PubMed

Ahmad, Mohamad Azrin; Yahya, Wira Jazair; Ithnin, Ahmad Muhsin; Hasannuddin, A K; Bakar, Muhammad Aiman Abu; Fatah, Abdul Yasser Abd; Sidik, Nor Azwadi Che; Noge, Hirofumi

2018-06-14

Non-surfactant water-in-diesel emulsion fuel (NWD) is an alternative fuel that has the potential to reduce major exhaust emissions while simultaneously improving the combustion performance of a diesel engine. NWD comprises of diesel fuel and water (about 5% in volume) without any additional surfactants. This emulsion fuel is produced through an in-line mixing system that is installed very close to the diesel engine. This study focuses mainly on the performance and emission of diesel engine fuelled with NWD made from different water sources. The engine used in this study is a direct injection diesel engine with loads varying from 1 to 4 kW. The result shows that NWD made from tap water helps the engine to reduce nitrogen oxide (NO x ) by 32%. Rainwater reduced it by 29% and seawater by 19%. In addition, all NWDs show significant improvements in engine performance as compared to diesel fuel, especially in the specific fuel consumption that indicates an average reduction of 6%. It is observed that all NWDs show compelling positive effects on engine performance, which is caused by the optimum water droplet size inside NWD.
Materials Approach to Fuel Efficient Tires

DOE Office of Scientific and Technical Information (OSTI.GOV)

Votruba-Drzal, Peter; Kornish, Brian

2015-06-30

The objective of this project was to design, develop, and demonstrate fuel efficient and safety regulation compliant tire filler and barrier coating technologies that will improve overall fuel efficiency by at least 2%. The program developed and validated two complementary approaches to improving fuel efficiency through tire improvements. The first technology was a modified silica-based product that is 15% lower in cost and/or enables a 10% improvement in tread wear while maintaining the already demonstrated minimum of 2% improvement in average fuel efficiency. The second technology was a barrier coating with reduced oxygen transmission rate compared to the state-of-the-art halobutylmore » rubber inner liners that will provide extended placarded tire pressure retention at significantly reduced material usage. A lower-permeance, thinner inner liner coating which retains tire pressure was expected to deliver the additional 2% reduction in fleet fuel consumption. From the 2006 Transportation Research Board Report1, a 10 percent reduction in rolling resistance can reduce consumer fuel expenditures by 1 to 2 percent for typical vehicles. This savings is equivalent to 6 to 12 gallons per year. A 1 psi drop in inflation pressure increases the tire's rolling resistance by about 1.4 percent.« less
Ground measurements of fuel and fuel consumption from experimental and operational prescribed fires at Eglin Air Force Base, Florida

Treesearch

Roger D. Ottmar; Robert E. Vihnanek; Clinton S. Wright; Andrew T. Hudak

2014-01-01

Ground-level measurements of fuel loading, fuel consumption, and fuel moisture content were collected on nine research burns conducted at Eglin Air Force Base, Florida in November, 2012. A grass or grass-shrub fuelbed dominated eight of the research blocks; the ninth was a managed longleaf pine (Pinus palustrus) forest. Fuel loading ranged from 1.7 Mg ha-1 on a...
Fuel use and greenhouse gas emissions of world fisheries

NASA Astrophysics Data System (ADS)

Parker, Robert W. R.; Blanchard, Julia L.; Gardner, Caleb; Green, Bridget S.; Hartmann, Klaas; Tyedmers, Peter H.; Watson, Reg A.

2018-04-01

Food production is responsible for a quarter of anthropogenic greenhouse gas (GHG) emissions globally. Marine fisheries are typically excluded from global assessments of GHGs or are generalized based on a limited number of case studies. Here we quantify fuel inputs and GHG emissions for the global fishing fleet from 1990-2011 and compare emissions from fisheries to those from agriculture and livestock production. We estimate that fisheries consumed 40 billion litres of fuel in 2011 and generated a total of 179 million tonnes of CO2-equivalent GHGs (4% of global food production). Emissions from the global fishing industry grew by 28% between 1990 and 2011, with little coinciding increase in production (average emissions per tonne landed grew by 21%). Growth in emissions was driven primarily by increased harvests from fuel-intensive crustacean fisheries. The environmental benefit of low-carbon fisheries could be further realized if a greater proportion of landings were directed to human consumption rather than industrial uses.
Evaluation of FOFEM fuel loading and consumption estimates in pine-oak forests and woodlands of the Ouachita Mountains, Arkansas, USA

Treesearch

Virginia L. McDaniel; Roger W. Perry; Nancy E. Koerth; James M. Guldin

2016-01-01

Accurate fuel load and consumption predictions are important to estimate fire effects and air pollutant emissions. The FOFEM (First Order Fire Effects Model) is a commonly used model developed in the western United States to estimate fire effects such as fuel consumption, soil heating, air pollutant emissions, and tree mortality. However, the accuracy of the model in...
The relationship of post-fire white ash cover to surface fuel consumption

Treesearch

Andrew T. Hudak; Roger D. Ottmar; Robert E. Vihnanek; Nolan W. Brewer; Alistair M. S. Smith; Penelope Morgan

2013-01-01

White ash results from the complete combustion of surface fuels, making it a logically simple retrospective indicator of surface fuel consumption. However, the strength of this relationship has been neither tested nor adequately demonstrated with field measurements. We measured surface fuel loads and cover fractions of white ash and four other surface materials (green...
Laboratory Test of Reciprocating Internal Combustion Engines

DTIC Science & Technology

2016-02-04

testing require extremely accurate fuel consumption measurement, and the ability to temperature condition the fuel. Most dynamometer manufacturers...include, but are not limited to, differences in fuels, lubrication, temperatures , engine control module parameters, component wear, exhaust, and air...exhaust gas recirculation (EGR) fuel consumption 16. SECURITY CLASSIFICATION OF: 17. LIMITATION OF ABSTRACT SAR 18. NUMBER OF PAGES 38
Railroads and the Environment : Estimation of Fuel Consumption in Rail Transportation : Volume 1. Analytical Model

DOT National Transportation Integrated Search

1975-05-01

The report describes an analytical approach to estimation of fuel consumption in rail transportation, and provides sample computer calculations suggesting the sensitivity of fuel usage to various parameters. The model used is based upon careful delin...
Analysis of energy consumption and emission of the heterogeneous traffic flow consisting of traditional vehicles and electric vehicles

NASA Astrophysics Data System (ADS)

Xiao, Hong; Huang, Hai-Jun; Tang, Tie-Qiao

2017-12-01

Electric vehicle (EV) has become a potential traffic tool, which has attracted researchers to explore various traffic phenomena caused by EV (e.g. congestion, electricity consumption, etc.). In this paper, we study the energy consumption (including the fuel consumption and the electricity consumption) and emissions of heterogeneous traffic flow (that consists of the traditional vehicle (TV) and EV) under three traffic situations (i.e. uniform flow, shock and rarefaction waves, and a small perturbation) from the perspective of macro traffic flow. The numerical results show that the proportion of electric vehicular flow has great effects on the TV’s fuel consumption and emissions and the EV’s electricity consumption, i.e. the fuel consumption and emissions decrease while the electricity consumption increases with the increase of the proportion of electric vehicular flow. The results can help us better understand the energy consumption and emissions of the heterogeneous traffic flow consisting of TV and EV.
Water consumption footprint and land requirements of large-scale alternative diesel and jet fuel production.

PubMed

Staples, Mark D; Olcay, Hakan; Malina, Robert; Trivedi, Parthsarathi; Pearlson, Matthew N; Strzepek, Kenneth; Paltsev, Sergey V; Wollersheim, Christoph; Barrett, Steven R H

2013-01-01

Middle distillate (MD) transportation fuels, including diesel and jet fuel, make up almost 30% of liquid fuel consumption in the United States. Alternative drop-in MD and biodiesel could potentially reduce dependence on crude oil and the greenhouse gas intensity of transportation. However, the water and land resource requirements of these novel fuel production technologies must be better understood. This analysis quantifies the lifecycle green and blue water consumption footprints of producing: MD from conventional crude oil; Fischer-Tropsch MD from natural gas and coal; fermentation and advanced fermentation MD from biomass; and hydroprocessed esters and fatty acids MD and biodiesel from oilseed crops, throughout the contiguous United States. We find that FT MD and alternative MD derived from rainfed biomass have lifecycle blue water consumption footprints of 1.6 to 20.1 Lwater/LMD, comparable to conventional MD, which ranges between 4.1 and 7.4 Lwater/LMD. Alternative MD derived from irrigated biomass has a lifecycle blue water consumption footprint potentially several orders of magnitude larger, between 2.7 and 22 600 Lwater/LMD. Alternative MD derived from biomass has a lifecycle green water consumption footprint between 1.1 and 19 200 Lwater/LMD. Results are disaggregated to characterize the relationship between geo-spatial location and lifecycle water consumption footprint. We also quantify the trade-offs between blue water consumption footprint and areal MD productivity, which ranges from 490 to 4200 LMD/ha, under assumptions of rainfed and irrigated biomass cultivation. Finally, we show that if biomass cultivation for alternative MD is irrigated, the ratio of the increase in areal MD productivity to the increase in blue water consumption footprint is a function of geo-spatial location and feedstock-to-fuel production pathway.
CF6 jet engine performance deterioration results

NASA Technical Reports Server (NTRS)

Lewis, R. J.; Humerickhouse, C. E.; Paas, J. E.

1978-01-01

The use of the performance baseline from the flight planning manual as a reference to measure changes in cruise fuel flow rates was discussed. For the CF6-6D engine, the introduction of design changes for performance and durability reasons was seen to introduce an average increment relative to this baseline of 3.2% WFM increase at Nl, 2.5% Fn increase at Nl, 0.8% specific fuel consumption (SFC) increase at Fn, and 7 C EGT increase at Nl, while maintaining sufficient SFC margin of the delivered airplane. The effect of revenue service deterioration and performance restoration relative to the reference was shown to be an adder on top of these design effects. A schematic of typical CF6-6D performance through revenue service and airline maintenance is presented in terms of percent cruise SFC relative to an airline datum point (average level upon entering revenue service). The typical changes in SFC margin are shown for airline revenue service through for installations and refurbishments.
76 FR 74853 - 2017 and Later Model Year Light-Duty Vehicle Greenhouse Gas Emissions and Corporate Average Fuel...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-12-01

...EPA and NHTSA, on behalf of the Department of Transportation, are issuing this joint proposal to further reduce greenhouse gas emissions and improve fuel economy for light-duty vehicles for model years 2017-2025. This proposal extends the National Program beyond the greenhouse gas and corporate average fuel economy standards set for model years 2012-2016. On May 21, 2010, President Obama issued a Presidential Memorandum requesting that NHTSA and EPA develop through notice and comment rulemaking a coordinated National Program to reduce greenhouse gas emissions of light-duty vehicles for model years 2017- 2025. This proposal, consistent with the President's request, responds to the country's critical need to address global climate change and to reduce oil consumption. NHTSA is proposing Corporate Average Fuel Economy standards under the Energy Policy and Conservation Act, as amended by the Energy Independence and Security Act, and EPA is proposing greenhouse gas emissions standards under the Clean Air Act. These standards apply to passenger cars, light-duty trucks, and medium- duty passenger vehicles, and represent a continued harmonized and consistent National Program. Under the National Program for model years 2017-2025, automobile manufacturers would be able to continue building a single light-duty national fleet that satisfies all requirements under both programs while ensuring that consumers still have a full range of vehicle choices. EPA is also proposing a minor change to the regulations applicable to MY 2012-2016, with respect to air conditioner performance and measurement of nitrous oxides.
A feasibility study of reactor-based deep-burn concepts.

DOE Office of Scientific and Technical Information (OSTI.GOV)

Kim, T. K.; Taiwo, T. A.; Hill, R. N.

2005-09-16

A systematic assessment of the General Atomics (GA) proposed Deep-Burn concept based on the Modular Helium-Cooled Reactor design (DB-MHR) has been performed. Preliminary benchmarking of deterministic physics codes was done by comparing code results to those from MONTEBURNS (MCNP-ORIGEN) calculations. Detailed fuel cycle analyses were performed in order to provide an independent evaluation of the physics and transmutation performance of the one-pass and two-pass concepts. Key performance parameters such as transuranic consumption, reactor performance, and spent fuel characteristics were analyzed. This effort has been undertaken in close collaborations with the General Atomics design team and Brookhaven National Laboratory evaluation team.more » The study was performed primarily for a 600 MWt reference DB-MHR design having a power density of 4.7 MW/m{sup 3}. Based on parametric and sensitivity study, it was determined that the maximum burnup (TRU consumption) can be obtained using optimum values of 200 {micro}m and 20% for the fuel kernel diameter and fuel packing fraction, respectively. These values were retained for most of the one-pass and two-pass design calculations; variation to the packing fraction was necessary for the second stage of the two-pass concept. Using a four-batch fuel management scheme for the one-pass DB-MHR core, it was possible to obtain a TRU consumption of 58% and a cycle length of 286 EFPD. By increasing the core power to 800 MWt and the power density to 6.2 MW/m{sup 3}, it was possible to increase the TRU consumption to 60%, although the cycle length decreased by {approx}64 days. The higher TRU consumption (burnup) is due to the reduction of the in-core decay of fissile Pu-241 to Am-241 relative to fission, arising from the higher power density (specific power), which made the fuel more reactivity over time. It was also found that the TRU consumption can be improved by utilizing axial fuel shuffling or by operating with lower material temperatures (colder core). Results also showed that the transmutation performance of the one-pass deep-burn concept is sensitive to the initial TRU vector, primarily because longer cooling time reduces the fissile content (Pu-241 specifically.) With a cooling time of 5 years, the TRU consumption increases to 67%, while conversely, with 20-year cooling the TRU consumption is about 58%. For the two-pass DB-MHR (TRU recycling option), a fuel packing fraction of about 30% is required in the second pass (the recycled TRU). It was found that using a heterogeneous core (homogeneous fuel element) concept, the TRU consumption is dependent on the cooling interval before the 2nd pass, again due to Pu-241 decay during the time lag between the first pass fuel discharge and the second pass fuel charge. With a cooling interval of 7 years (5 and 2 years before and after reprocessing) a TRU consumption of 55% is obtained. With an assumed ''no cooling'' interval, the TRU consumption is 63%. By using a cylindrical core to reduce neutron leakage, TRU consumption of the case with 7-year cooling interval increases to 58%. For a two-pass concept using a heterogeneous fuel element (and homogeneous core) with first and second pass volume ratio of 2:1, the TRU consumption is 62.4%. Finally, the repository loading benefits arising from the deep-burn and Inert Matrix Fuel (IMF) concepts were estimated and compared, for the same initial TRU vector. The DB-MHR concept resulted in slightly higher TRU consumption and repository loading benefit compared to the IMF concept (58.1% versus 55.1% for TRU consumption and 2.0 versus 1.6 for estimated repository loading benefit).« less
Waste-to-Energy Thermal Destruction Identification for Forward Operating Bases

DTIC Science & Technology

2016-07-01

waste disposal strategy is to simplify the technology development goals. Specifically, we recommend a goal of reducing total net energy consumption ...to net zero. The minimum objective should be the lowest possible fuel consumption per unit of waste disposed. By shifting the focus from W2E to waste...over long distances increases the risks to military personnel and contractors. Because fuel is a limited resource at FOBs, diesel fuel consumption
3 CFR - Improving Energy Security, American Competitiveness and Job Creation, and Environmental...

Code of Federal Regulations, 2011 CFR

2011-01-01

... source of fossil fuel consumption and greenhouse gas pollution. I therefore request that the... annual progress in reducing transportation sector emissions and fossil fuel consumption consistent with... substantial annual progress in reducing transportation sector greenhouse gas emissions and fossil fuel...
Reduction of fuel consumption and exhaust pollutant using intelligent transport systems.

PubMed

Nasir, Mostofa Kamal; Md Noor, Rafidah; Kalam, M A; Masum, B M

2014-01-01

Greenhouse gas emitted by the transport sector around the world is a serious issue of concern. To minimize such emission the automobile engineers have been working relentlessly. Researchers have been trying hard to switch fossil fuel to alternative fuels and attempting to various driving strategies to make traffic flow smooth and to reduce traffic congestion and emission of greenhouse gas. Automobile emits a massive amount of pollutants such as Carbon Monoxide (CO), hydrocarbons (HC), carbon dioxide (CO2), particulate matter (PM), and oxides of nitrogen (NO x ). Intelligent transport system (ITS) technologies can be implemented to lower pollutant emissions and reduction of fuel consumption. This paper investigates the ITS techniques and technologies for the reduction of fuel consumption and minimization of the exhaust pollutant. It highlights the environmental impact of the ITS application to provide the state-of-art green solution. A case study also advocates that ITS technology reduces fuel consumption and exhaust pollutant in the urban environment.

Reduction of Fuel Consumption and Exhaust Pollutant Using Intelligent Transport Systems

PubMed Central

Nasir, Mostofa Kamal; Md Noor, Rafidah; Kalam, M. A.; Masum, B. M.

2014-01-01

Greenhouse gas emitted by the transport sector around the world is a serious issue of concern. To minimize such emission the automobile engineers have been working relentlessly. Researchers have been trying hard to switch fossil fuel to alternative fuels and attempting to various driving strategies to make traffic flow smooth and to reduce traffic congestion and emission of greenhouse gas. Automobile emits a massive amount of pollutants such as Carbon Monoxide (CO), hydrocarbons (HC), carbon dioxide (CO2), particulate matter (PM), and oxides of nitrogen (NOx). Intelligent transport system (ITS) technologies can be implemented to lower pollutant emissions and reduction of fuel consumption. This paper investigates the ITS techniques and technologies for the reduction of fuel consumption and minimization of the exhaust pollutant. It highlights the environmental impact of the ITS application to provide the state-of-art green solution. A case study also advocates that ITS technology reduces fuel consumption and exhaust pollutant in the urban environment. PMID:25032239
Carbon dioxide emission tallies for 210 U.S. coal-fired power plants: a comparison of two accounting methods.

PubMed

Quick, Jeffrey C

2014-01-01

Annual CO2 emission tallies for 210 coal-fired power plants during 2009 were more accurately calculated from fuel consumption records reported by the US. Energy Information Administration (EIA) than measurements from Continuous Emissions Monitoring Systems (CEMS) reported by the US. Environmental Protection Agency. Results from these accounting methods for individual plants vary by +/- 10.8%. Although the differences systematically vary with the method used to certify flue-gas flow instruments in CEMS, additional sources of CEMS measurement error remain to be identified. Limitations of the EIA fuel consumption data are also discussed. Consideration of weighing, sample collection, laboratory analysis, emission factor, and stock adjustment errors showed that the minimum error for CO2 emissions calculated from the fuel consumption data ranged from +/- 1.3% to +/- 7.2% with a plant average of +/- 1.6%. This error might be reduced by 50% if the carbon content of coal delivered to U.S. power plants were reported. Potentially, this study might inform efforts to regulate CO2 emissions (such as CO2 performance standards or taxes) and more immediately, the U.S. Greenhouse Gas Reporting Rule where large coal-fired power plants currently use CEMS to measure CO2 emissions. Moreover, if, as suggested here, the flue-gas flow measurement limits the accuracy of CO2 emission tallies from CEMS, then the accuracy of other emission tallies from CEMS (such as SO2, NOx, and Hg) would be similarly affected. Consequently, improved flue gas flow measurements are needed to increase the reliability of emission measurements from CEMS.
The assessment of air emissions increase due to the collection of municipal solid waste with old collection vehicles: A case study of Ludbreg (Croatia).

PubMed

Radetić, Luka; Vujević, Dinko; Premur, Vitomir; Melnjak, Ivana; Anić Vučinić, Aleksandra

2016-10-01

The usage of old equipment (over 10-year-old diesel-fuelled waste collection vehicles, WCVs) for municipal solid waste (MSW) collection in Ludbreg for longer than a decade has had a negative environmental impact, which has been reduced by replacing an old diesel WCV with a new diesel WCV. This study aims to assess the share of air emissions of two old WCVs (FAP 1990 and MAN 2003) and one new (MAN 2015), expressed in CO 2 emissions. In addition, these vehicles have been found easily to reach the limit of 100 dB, which can cause hearing damage in their surroundings. Furthermore, their average fuel consumption is more than 80 l per 100 km, which makes them ineffective in terms of fuel consumption. Generally, higher fuel consumption results in more emissions and for a more eco-friendly operation, the MAN 2003 from Ludbreg WCV fleet should be technically amended and adjusted, and the FAP 1990 should be retired. Although the MAN 2015 is diesel fuelled, the best solution for replacement, according to Maimoun et al. (Waste Management 33: 1079-1089, 2016), would be the use of hydraulic-hybrid vehicles, which provide the best environmental benefits over other alternatives. According to Maimoun et al., hybrid is better environmentally, diesel is the best environmental-economical option and landfill gas-sourced natural gas is the best alternative when accessible because it significantly (up to 80%) reduces emissions of hazardous gases as well as noise levels (50-98%). © The Author(s) 2016.
Material flow analysis of fossil fuels in China during 2000-2010.

PubMed

Wang, Sheng; Dai, Jing; Su, Meirong

2012-01-01

Since the relationship between the supply and demand of fossil fuels is on edge in the long run, the contradiction between the economic growth and limited resources will hinder the sustainable development of the Chinese society. This paper aims to analyze the input of fossil fuels in China during 2000-2010 via the material flow analysis (MFA) that takes hidden flows into account. With coal, oil, and natural gas quantified by MFA, three indexes, consumption and supply ratio (C/S ratio), resource consumption intensity (RCI), and fossil fuels productivity (FFP), are proposed to reflect the interactions between population, GDP, and fossil fuels. The results indicated that in the past 11 years, China's requirement for fossil fuels has been increasing continuously because of the growing mine productivity in domestic areas, which also leads to a single energy consumption structure as well as excessive dependence on the domestic exploitation. It is advisable to control the fossil fuels consumption by energy recycling and new energy facilities' popularization in order to lead a sustainable access to nonrenewable resources and decrease the soaring carbon emissions.
Material Flow Analysis of Fossil Fuels in China during 2000–2010

PubMed Central

Wang, Sheng; Dai, Jing; Su, Meirong

2012-01-01

Since the relationship between the supply and demand of fossil fuels is on edge in the long run, the contradiction between the economic growth and limited resources will hinder the sustainable development of the Chinese society. This paper aims to analyze the input of fossil fuels in China during 2000–2010 via the material flow analysis (MFA) that takes hidden flows into account. With coal, oil, and natural gas quantified by MFA, three indexes, consumption and supply ratio (C/S ratio), resource consumption intensity (RCI), and fossil fuels productivity (FFP), are proposed to reflect the interactions between population, GDP, and fossil fuels. The results indicated that in the past 11 years, China's requirement for fossil fuels has been increasing continuously because of the growing mine productivity in domestic areas, which also leads to a single energy consumption structure as well as excessive dependence on the domestic exploitation. It is advisable to control the fossil fuels consumption by energy recycling and new energy facilities' popularization in order to lead a sustainable access to nonrenewable resources and decrease the soaring carbon emissions. PMID:23365525
Data-driven fuel consumption estimation: A multivariate adaptive regression spline approach

DOE Office of Scientific and Technical Information (OSTI.GOV)

Chen, Yuche; Zhu, Lei; Gonder, Jeffrey

Providing guidance and information to drivers to help them make fuel-efficient route choices remains an important and effective strategy in the near term to reduce fuel consumption from the transportation sector. One key component in implementing this strategy is a fuel-consumption estimation model. In this paper, we developed a mesoscopic fuel consumption estimation model that can be implemented into an eco-routing system. Our proposed model presents a framework that utilizes large-scale, real-world driving data, clusters road links by free-flow speed and fits one statistical model for each of cluster. This model includes predicting variables that were rarely or never consideredmore » before, such as free-flow speed and number of lanes. We applied the model to a real-world driving data set based on a global positioning system travel survey in the Philadelphia-Camden-Trenton metropolitan area. Results from the statistical analyses indicate that the independent variables we chose influence the fuel consumption rates of vehicles. But the magnitude and direction of the influences are dependent on the type of road links, specifically free-flow speeds of links. Here, a statistical diagnostic is conducted to ensure the validity of the models and results. Although the real-world driving data we used to develop statistical relationships are specific to one region, the framework we developed can be easily adjusted and used to explore the fuel consumption relationship in other regions.« less
Data-driven fuel consumption estimation: A multivariate adaptive regression spline approach

DOE PAGES

Chen, Yuche; Zhu, Lei; Gonder, Jeffrey; ...

2017-08-12

Providing guidance and information to drivers to help them make fuel-efficient route choices remains an important and effective strategy in the near term to reduce fuel consumption from the transportation sector. One key component in implementing this strategy is a fuel-consumption estimation model. In this paper, we developed a mesoscopic fuel consumption estimation model that can be implemented into an eco-routing system. Our proposed model presents a framework that utilizes large-scale, real-world driving data, clusters road links by free-flow speed and fits one statistical model for each of cluster. This model includes predicting variables that were rarely or never consideredmore » before, such as free-flow speed and number of lanes. We applied the model to a real-world driving data set based on a global positioning system travel survey in the Philadelphia-Camden-Trenton metropolitan area. Results from the statistical analyses indicate that the independent variables we chose influence the fuel consumption rates of vehicles. But the magnitude and direction of the influences are dependent on the type of road links, specifically free-flow speeds of links. Here, a statistical diagnostic is conducted to ensure the validity of the models and results. Although the real-world driving data we used to develop statistical relationships are specific to one region, the framework we developed can be easily adjusted and used to explore the fuel consumption relationship in other regions.« less
Experimental investigation and numerical analysis to develop low-energy large-midwater trawls

NASA Astrophysics Data System (ADS)

Lee, Jihoon; Kim, Taeho; Lee, Chun-Woo; Park, Subong

2017-12-01

Fuel consumption in fisheries is a primary concern because of its effects on the environment and the costs incurred by fishermen. Many studies have been conducted to reduce the fuel consumption in fishing operations. Fuel consumption due to fishing gear during a fishing operation is generally related to the hydrodynamic resistance on the gear. This means that fuel consumption is proportional to the drag created by the towing speed. Based on numerical methods, this study suggests a new approach to reduce fuel consumption in fisheries. The results of the simulation are in good agreement with those of model experiments. The total as well as partial resistance forces on the gear are calculated by simulation. The simulation results suggest improved materials and gear structure for reducing the hydrodynamic forces on the gear while maintaining gear performance. The method for assessing the gear performance involves measuring the height and width of the net mouth. Furthermore, this study investigates the efficiency of a low-energy trawl from an economic point of view. The findings of this study will be useful in reducing greenhouse gas (GHG) emissions in fishing operations, and thereby contribute toward lowering fishing costs by saving fuel.
Aircraft Trajectory Optimization and Contrails Avoidance in the Presence of Winds

NASA Technical Reports Server (NTRS)

Ng, Hok K.; Chen, Neil Y.

2010-01-01

There are indications that persistent contrails can lead to adverse climate change, although the complete effect on climate forcing is still uncertain. A flight trajectory optimization algorithm with fuel and contrails models, which develops alternative flight paths, provides policy makers the necessary data to make tradeoffs between persistent contrails mitigation and aircraft fuel consumption. This study develops an algorithm that calculates wind-optimal trajectories for cruising aircraft while avoiding the regions of airspace prone to persistent contrails formation. The optimal trajectories are developed by solving a non-linear optimal control problem with path constraints. The regions of airspace favorable to persistent contrails formation are modeled as penalty areas that aircraft should avoid and are adjustable. The tradeoff between persistent contrails formation and additional fuel consumption is investigated, with and without altitude optimization, for 12 city-pairs in the continental United States. Without altitude optimization, the reduction in contrail travel times is gradual with increase in total fuel consumption. When altitude is optimized, a two percent increase in total fuel consumption can reduce the total travel times through contrail regions by more than six times. Allowing further increase in fuel consumption does not seem to result in proportionate decrease in contrail travel times.
Information Requirements Analyses for Transatmospheric Vehicles

DTIC Science & Technology

1992-06-01

include takeoff inclination, Mach number/fuel burn schedule , planned headings, planned altitudes, threat types/locations, communications satel- lite...network availability schedules , and P/L/target-specific mission events. The mission materials are transferred to the TAV by means of magnetic media...constraints. It also monitors actual fuel consumption, compares it against the mission fuel schedule , predicts rest-of-mission fuel consumption, and
Preliminary assessment of power-generating tethers in space and of propulsion for their orbit maintenance

NASA Technical Reports Server (NTRS)

English, R. E.; Finnegan, P. M.

1985-01-01

The concept of generating power in space by means of a conducting tether deployed from a spacecraft was studied. Using hydrogen and oxygen as the rocket propellant to overcome the drag of such a power-generating tether would yield more benefit than if used in a fuel cell. The mass consumption would be 25 percent less than the reactant consumption of fuel cells. Residual hydrogen and oxygen in the external tank and in the orbiter could be used very effectively for this purpose. Many other materials (such as waste from life support) could be used as the propellant. Electrical propulsion using tether generated power can compensate for the drag of a power-generating tether, half the power going to the useful load and the rest for electric propulsion. In addition, the spacecraft's orbital energy is a large energy reservoir that permits load leveling and a ratio of peak to average power equal to 2. Critical technologies to be explored before a power-generating tether can be used in space are delineated.
Development and validation of light-duty vehicle modal emissions and fuel consumption values for traffic models.

DOT National Transportation Integrated Search

1999-03-01

A methodology for developing modal vehicle emissions and fuel consumption models has been developed by Oak Ridge National Laboratory (ORNL), sponsored by the Federal Highway Administration. These models, in the form of look-up tables for fuel consump...
Testing of a De Nora polymer electrolyte fuel cell stack of 1 kW for naval applications

NASA Astrophysics Data System (ADS)

Schmal, D.; Kluiters, C. E.; Barendregt, I. P.

In a previous study calculations were carried out for a navy frigate with respect to the energy consumption of a propulsion/electricity generation system based on fuel cells. The fuel consumption for the 'all-fuel cell' ship was compared with the consumption of the current propulsion/electricity generation system based on gas turbines and diesel engines; it showed potential energy savings of a fuel cell based system amounting from 25 to 30%. On the basis of these results and taking into account various military aspects it was decided to start tests with a polymer electrolyte fuel cell (PEFC) stack. For this purpose a De Nora 1 kW PEFC was chosen. Results of the first tests after installation are satisfying.
Experimental Study on Relationship between NOx Emission and Fuel Consumption of a Diesel Engine

NASA Astrophysics Data System (ADS)

Ning, Ping; Liu, Chunjiang; Feng, Zhiqiang; Xia, Yijiang

2018-01-01

For YC6112 diesel engine assembled Delphl model single fuel pump electric controlled, in the premise of not changing its overall unit structure parameters of other systems, three different types of camshaft for single pumps, two kinds of fuel injectors, two types of superchargers and some phase shifting angle of different camshafts were chosen to match with the engine precisely, the experiments under thirteen kinds of working conditions for the engine with different matching were carried out, the change regulation between NOX emission and fuel consumption for the engine with different kinds of configurations was analyzed. The experiment results show the NOX emission and fuel consumption can be reduced greatly by configuring proper camshaft, fuel injectors and superchargers with YC6112 diesel engine.
The impact of anti-congestion policies on fuel consumption, carbon dioxide emissions and urban sprawl: Application of RELU-TRAN2, a CGE model

NASA Astrophysics Data System (ADS)

Hiramatsu, Tomoru

RELU-TRAN (Regional Economy and Land Use and Transportation) is a numerically solvable general equilibrium model (Anas and Liu, 2007), which treats in a unified manner the regional economy, urban land use and urban personal transportation sectors. In this dissertation, the model is extended by adding the consumer-workers' choice of private vehicle type according to the vehicle's fuel economy, by treating congestion on local roads as well as on major roads and by introducing car fuel consumption as a function of congested vehicle speed. By making the extensions, the model becomes more suitable to analyze the fuel consumption and CO2 emission consequences of urban development. The model is calibrated and simulated for the Chicago metropolitan area. By adjusting the model to the longer time span gradually, the shortand long-run price elasticities of fuel consumption are examined. As the time span becomes longer, fuel consumption becomes more elastic with respect to gasoline price, but when technological improvements in car fuel economy over comparable time spans are introduced exogenously, then the elasticity of fuel with respect to gasoline price becomes similar to that estimated in the econometric literature. Comparative statics exercises show that, if travel by auto becomes relatively more attractive in terms of travel time or travel cost than travel by public transit, then the Chicago MSA becomes more sprawled in total developed land area, whereas if public transit travel becomes relatively more attractive, then the Chicago MSA becomes more centralized. To mitigate fuel consumption and CO2 emissions, relative effectiveness of quasi-Pigouvian congestion tolls, a fuel tax on gasoline, a cordon toll around the downtown and a downtown parking fee are tested. All of these policies successfully reduce the aggregate fuel consumption and CO2. The urban growth boundary (UGB) is an alternative policy tested by the model. The UGB directly makes the Chicago MSA more centralized by prohibiting the development into urban use of a part of the vacant land in the suburban areas. The UGB also reduces aggregate fuel and CO2 emissions, but the impact is much smaller than the quasi-Pigouvian toll. Although Chicago MSA is centralized by both the UGB and the quasi-Pigouvian toll, the auto travel is directly discouraged by quasi-Pigouvian toll and but not by the UGB.
Fuels and Combustion Technologies for Aerospace Propulsion

DTIC Science & Technology

2016-09-01

20 °C) has a large effect on the extent of oxygen consumption . Increasing the JFTOT set point temperature normally results in increases in deposition...kinetics. Thus, the effect of the extent of oxygen consumption and temperature on deposition rates needs further study under JFTOT conditions to better...by 60 to 85 °C. Several fuels were tested at varying set point temperatures with complete oxygen consumption observed for all fuels by 320 °C; a wide
Analysis of a fuel cell on-site integrated energy system for a residential complex

NASA Technical Reports Server (NTRS)

Simons, S. N.; Maag, W. L.

1979-01-01

The energy use and costs of the on-site integrated energy system (OS/IES) which provides electric power from an on-site power plant and recovers heat that would normally be rejected to the environment is compared to a conventional system purchasing electricity from a utility and a phosphoric acid fuel cell powered system. The analysis showed that for a 500-unit apartment complex a fuel OS/IES would be about 10% more energy conservative in terms of total coal consumption than a diesel OS/IES system or a conventional system. The fuel cell OS/IES capital costs could be 30 to 55% greater than the diesel OS/IES capital costs for the same life cycle costs. The life cycle cost of a fuel cell OS/IES would be lower than that for a conventional system as long as the cost of electricity is greater than $0.05 to $0.065/kWh. An analysis of several parametric combinations of fuel cell power plant and state-of-art energy recovery systems and annual fuel requirement calculations for four locations were made. It was shown that OS/IES component choices are a major factor in fuel consumption, with the least efficient system using 25% more fuel than the most efficient. Central air conditioning and heat pumps result in minimum fuel consumption while individual air conditioning units increase it, and in general the fuel cell of highest electrical efficiency has the lowest fuel consumption.
Aircraft emissions of methane and nitrous oxide during the alternative aviation fuel experiment.

PubMed

Santoni, Gregory W; Lee, Ben H; Wood, Ezra C; Herndon, Scott C; Miake-Lye, Richard C; Wofsy, Steven C; McManus, J Barry; Nelson, David D; Zahniser, Mark S

2011-08-15

Given the predicted growth of aviation and the recent developments of alternative aviation fuels, quantifying methane (CH(4)) and nitrous oxide (N(2)O) emission ratios for various aircraft engines and fuels can help constrain projected impacts of aviation on the Earth's radiative balance. Fuel-based emission indices for CH(4) and N(2)O were quantified from CFM56-2C1 engines aboard the NASA DC-8 aircraft during the first Alternative Aviation Fuel Experiment (AAFEX-I) in 2009. The measurements of JP-8 fuel combustion products indicate that at low thrust engine states (idle and taxi, or 4% and 7% maximum rated thrusts, respectively) the engines emit both CH(4) and N(2)O at a mean ± 1σ rate of 170 ± 160 mg CH(4) (kg Fuel)(-1) and 110 ± 50 mg N(2)O (kg Fuel)(-1), respectively. At higher thrust levels corresponding to greater fuel flow and higher engine temperatures, CH(4) concentrations in engine exhaust were lower than ambient concentrations. Average emission indices for JP-8 fuel combusted at engine thrusts between 30% and 100% of maximum rating were -54 ± 33 mg CH(4) (kg Fuel)(-1) and 32 ± 18 mg N(2)O (kg Fuel)(-1), where the negative sign indicates consumption of atmospheric CH(4) in the engine. Emission factors for the synthetic Fischer-Tropsch fuels were statistically indistinguishable from those for JP-8.
Efficiency Assessment of Support Mechanisms for Wood-Fired Cogeneration Development in Estonia

NASA Astrophysics Data System (ADS)

Volkova, Anna; Siirde, Andres

2010-01-01

There are various support mechanisms for wood-fired cogeneration plants, which include both support for cogeneration development and stimulation for increasing consumption of renewable energy sources. The efficiency of these mechanisms is analysed in the paper. Overview of cogeneration development in Estonia is given with the focus on wood-fired cogeneration. Legislation acts and amendments, related to cogeneration support schemes, were described. For evaluating the efficiency of support mechanisms an indicator - fuel cost factor was defined. This indicator includes the costs related to the chosen fuel influence on the final electricity generation costs without any support mechanisms. The wood fuel cost factors were compared with the fuel cost factors for peat and oil shale. For calculating the fuel cost factors, various data sources were used. The fuel prices data were based on the average cost of fuels in Estonia for the period from 2000 till 2008. The data about operating and maintenance costs, related to the fuel type in the case of comparing wood fuel and oil shale fuel were taken from the CHP Balti and Eesti reports. The data about operating and maintenance costs used for peat and wood fuel comparison were taken from the Tallinn Elektrijaam reports. As a result, the diagrams were built for comparing wood and its competitive fuels. The decision boundary lines were constructed on the diagram for the situation, when no support was provided for wood fuels and for the situations, when various support mechanisms were provided during the last 12 years.
An improved car-following model considering velocity fluctuation of the immediately ahead car

NASA Astrophysics Data System (ADS)

Yu, Shaowei; Huang, Mengxing; Ren, Jia; Shi, Zhongke

2016-05-01

To better describe car-following behaviors in the adaptive cruise control strategy and further increase roadway traffic mobility and reduce fuel consumptions, the linkage between velocity fluctuation of the immediately ahead car and the following car's acceleration or deceleration is explored with respect to the measured car-following data by employing the gray correlation analysis theory and then an improved car-following model considering velocity fluctuation of the immediately ahead car on basis of the full velocity difference model is proposed. Numerical simulations are carried out and the effects of velocity fluctuation of the immediately ahead car on each car's velocity, acceleration, vehicular gap, fuel consumptions and the total fuel consumptions of the whole car-following system with different time window lengths are investigated in detail. The results show that velocity fluctuation of the immediately ahead car has significant effects on car-following behaviors and fuel consumptions, and that considering velocity fluctuation of the immediately ahead car in designing the adaptive cruise control system can improve traffic flow stability and reduce fuel consumptions.

Factors that affect fuel consumption in logging systems

Treesearch

Jonathan Kenney; Thomas Gallagher; Matthew Smidt; Dana Mitchell; Timothy and McDonald

2014-01-01

Fuel consumption is an important aspect of the efficiency of timber harvesting. Since loggers are paid based on the weight of wood they produce, it is important to note how many gallons of fuel it takes to produce one ton of wood. An extensive literature review was conducted to evaluate different harvesting systems and the amount of fuel they consumed per unit of wood...
Testing woody fuel consumption models for application in Australian southern eucalypt forest fires

Treesearch

J.J. Hollis; S. Matthews; Roger Ottmar; S.J. Prichard; S. Slijepcevic; N.D. Burrows; B. Ward; K.G. Tolhurst; W.R. Anderson; J S. Gould

2010-01-01

Five models for the consumption of coarse woody debris or woody fuels with a diameter larger than 0.6 cm were assessed for application in Australian southern eucalypt forest fires including: CONSUME models for (1) activity fuels, (2) natural western woody and (3) natural southern woody fuels, (4) the BURNUP model and (5) the recommendation by the Australian National...
Techno-economic comparison of series hybrid, plug-in hybrid, fuel cell and regular cars

NASA Astrophysics Data System (ADS)

van Vliet, Oscar P. R.; Kruithof, Thomas; Turkenburg, Wim C.; Faaij, André P. C.

We examine the competitiveness of series hybrid compared to fuel cell, parallel hybrid, and regular cars. We use public domain data to determine efficiency, fuel consumption, total costs of ownership and greenhouse gas emissions resulting from drivetrain choices. The series hybrid drivetrain can be seen both as an alternative to petrol, diesel and parallel hybrid cars, as well as an intermediate stage towards fully electric or fuel cell cars. We calculate the fuel consumption and costs of four diesel-fuelled series hybrid, four plug-in hybrid and four fuel cell car configurations, and compared these to three reference cars. We find that series hybrid cars may reduce fuel consumption by 34-47%, but cost €5000-12,000 more. Well-to-wheel greenhouse gas emissions may be reduced to 89-103 g CO 2 km -1 compared to reference petrol (163 g km -1) and diesel cars (156 g km -1). Series hybrid cars with wheel motors have lower weight and 7-21% lower fuel consumption than those with central electric motors. The fuel cell car remains uncompetitive even if production costs of fuel cells come down by 90%. Plug-in hybrid cars are competitive when driving large distances on electricity, and/or if cost of batteries come down substantially. Well-to-wheel greenhouse gas emissions may be reduced to 60-69 g CO 2 km -1.
Design and evaluation of Continuous Descent Approach as a fuel-saving procedure

NASA Astrophysics Data System (ADS)

Jin, Li

Continuous Descent Approach (CDA), which is among the key concepts of the Next Generation Air Transportation System (NextGen), is a fuel economical procedure, but requires increased separation to accommodate spacing uncertainties among arriving aircraft. Such negative impact is often overlooked when benefits are estimated. Although a considerable number of researches have been devoted to the estimation of potential fuel saving of CDA, few have attempted to explain the fuel saving observed in field tests from an analytical point of view. This research gives insights into the reasons why CDA saves fuel, and a number of design guidelines for CDA procedures are derived. The analytical relationship between speed, altitude, and time-cumulative fuel consumption is derived based on Base of Aircraft Data (BADA) Total Energy Model. Theoretical analysis implies that speed profile has an impact as substantial as, if not more than, vertical profile on the fuel consumption in the terminal area. In addition, CDA is not intrinsically a fuel-saving procedure: whether CDA saves fuel or not is contingent upon whether the speed profile is properly designed or not. Based on this model, the potential fuel savings due to CDA at San Francisco International Airport were estimated, and the accuracy of this estimation is analyzed. Possible uncertainties in this fuel estimation primarily resulted from the modeled CDA procedure and the inaccuracy of BADA. This thesis also investigates the fuel savings due to CDAs under high traffic conditions, counting not only the savings benefiting from optimal vertical profiles but also the extra fuel burn resulting from the increased separations. The simulated CDAs traffic is based on radar track data, and deconflicted by a scheduling algorithm that targets minimized delays. The delays are absorbed by speed change and path stretching, accounting for the air traffic controls that are entailed by CDAs. The fuel burn statistics calculated based on the BADA Total Energy Model reveals that the CDAs save on average 171.87 kg per arrival, but the number is discounted by delay absorption. The savings diminish as the arrival demand increases, and could be even negative due to large delays. The throughput analysis demonstrated that the impact of CDA on airport capacity is insignificant and tolerable. The Atlanta International Airport was used as the testbed for sensitivity analysis, and the New York Metroplex was used as the test bed for throughput analysis.
The Effect of Converting to a U.S. Hydrogen Fuel Cell Vehicle Fleet on Emissions and Energy Use

NASA Astrophysics Data System (ADS)

Colella, W. G.; Jacobson, M. Z.; Golden, D. M.

2004-12-01

This study analyzes the potential change in emissions and energy use from replacing fossil-fuel based vehicles with hydrogen fuel cell vehicles. This study examines three different hydrogen production scenarios to determine their resultant emissions and energy usage: hydrogen produced via 1) steam reforming of methane, 2) coal gasification, or 3) wind electrolysis. The atmospheric model simulations require two primary sets of data: the actual emissions associated with hydrogen fuel production and use, and the corresponding reduction in emissions associated with reducing fossil fuel use. The net change in emissions is derived using 1) the U.S. EPA's National Emission Inventory (NEI) that incorporates several hundred categories of on-road vehicles and 2) a Process Chain Analysis (PCA) for the different hydrogen production scenarios. NEI: The quantity of hydrogen-related emission is ultimately a function of the projected hydrogen consumption in on-road vehicles. Data for hydrogen consumption from on-road vehicles was derived from the number of miles driven in each U.S. county based on 1999 NEI data, the average fleet mileage of all on-road vehicles, the average gasoline vehicle efficiency, and the efficiency of advanced 2004 fuel cell vehicles. PCA: PCA involves energy and mass balance calculations around the fuel extraction, production, transport, storage, and delivery processes. PCA was used to examine three different hydrogen production scenarios: In the first scenario, hydrogen is derived from natural gas, which is extracted from gas fields, stored, chemically processed, and transmitted through pipelines to distributed fuel processing units. The fuel processing units, situated in similar locations as gasoline refueling stations, convert natural gas to hydrogen via a combination of steam reforming and fuel oxidation. Purified hydrogen is compressed for use onboard fuel cell vehicles. In the second scenario, hydrogen is derived from coal, which is extracted from mines and chemically processed into a hydrogen rich gas. Hydrogen is transmitted through pipelines to refueling stations. In the third scenario, hydrogen is derived via electrolysis powered by wind-generated electricity that has been transmitted across the country to electrolyzers at distributed hydrogen refueling stations. If hydrogen is produced via the first scenario, total annual U.S. production of carbon dioxide (CO2) could be expected to decrease by approximately 900 million metric tons, or 16 percent of annual U.S. CO2 production from all anthropogenic sources. Under this scenario, compared with the conventional vehicle fleet, a fuel cell vehicle fleet would produce some additional CO2 emissions due to the electric power required for the compression of hydrogen, but less CO2 emissions on the road during vehicle operation. This scenario results in an additional methane leakage of approximately one million metric tons per year, or 4 percent of annual U.S. methane emissions from all anthropogenic sources.
Fuel Efficient Strategies for Reducing Contrail Formations in United States Air Space

NASA Technical Reports Server (NTRS)

Sridhar, Banavar; Chen, Neil Y.; Ng, Hok K.

2010-01-01

This paper describes a class of strategies for reducing persistent contrail formation in the United States airspace. The primary objective is to minimize potential contrail formation regions by altering the aircraft's cruising altitude in a fuel-efficient way. The results show that the contrail formations can be reduced significantly without extra fuel consumption and without adversely affecting congestion in the airspace. The contrail formations can be further reduced by using extra fuel. For the day tested, the maximal reduction strategy has a 53% contrail reduction rate. The most fuel-efficient strategy has an 8% reduction rate with 2.86% less fuel-burnt compared to the maximal reduction strategy. Using a cost function which penalizes extra fuel consumed while maximizing the amount of contrail reduction provides a flexible way to trade off between contrail reduction and fuel consumption. It can achieve a 35% contrail reduction rate with only 0.23% extra fuel consumption. The proposed fuel-efficient contrail reduction strategy provides a solution to reduce aviation-induced environmental impact on a daily basis.
Fuel cell on-site integrated energy system parametric analysis of a residential complex

NASA Technical Reports Server (NTRS)

Simons, S. N.

1977-01-01

A parametric energy-use analysis was performed for a large apartment complex served by a fuel cell on-site integrated energy system (OS/IES). The variables parameterized include operating characteristics for four phosphoric acid fuel cells, eight OS/IES energy recovery systems, and four climatic locations. The annual fuel consumption for selected parametric combinations are presented and a breakeven economic analysis is presented for one parametric combination. The results show fuel cell electrical efficiency and system component choice have the greatest effect on annual fuel consumption; fuel cell thermal efficiency and geographic location have less of an effect.
Electric Power Quarterly, July-September 1984

DOE Office of Scientific and Technical Information (OSTI.GOV)

Not Available

1985-01-01

The Electric Power Quarterly (EPQ) provides electric utilities' plant-level information about the cost, quantity, and quality of fossil fuel receipts, net generation, fuel consumption, and fuel stocks. The EPQ contains monthly data and quarterly totals for the reporting quarter. In this report, data collected on Form EIA-759 regarding electric utilities' net generation, fuel consumption, and fuel stocks are presented on a plant-by-plant basis. In addition, quantity, cost, and quality of fossil fuel receipts collected on the Federal Energy Regulatory Commission (FERC) Form 423 are presented on a plant-by-plant basis.
Electric Power Quarterly, October-December 1984

DOE Office of Scientific and Technical Information (OSTI.GOV)

Not Available

1985-04-01

The Electric Power Quarterly (EPQ) provides electric utilities' plant-level information about the cost, quantity, and quality of fossil fuel receipts, net generation, fuel consumption, and fuel stocks. The EPQ contains monthly data and quarterly totals for the reporting quarter. In this report, data collected on Form EIA-759 regarding electric utilities' net generation, fuel consumption, and fuel stocks are presented on a plant-by-plant basis. In addition, quantity, cost, and quality of fossil fuel receipts collected on the Federal Energy Regulatory Commission (FERC) Form 423 are presented on a plant-by-plant basis.
Prospects for reduced energy transports: A preliminary analysis

NASA Technical Reports Server (NTRS)

Ardema, M. D.; Harper, M.; Smith, C. L.; Waters, M. H.; Williams, L. J.

1974-01-01

The recent energy crisis and subsequent substantial increase in fuel prices have provided increased incentive to reduce the fuel consumption of civil transport aircraft. At the present time many changes in operational procedures have been introduced to decrease fuel consumption of the existing fleet. In the future, however, it may become desirable or even necessary to introduce new fuel-conservative aircraft designs. This paper reports the results of a preliminary study of new near-term fuel conservative aircraft. A parametric study was made to determine the effects of cruise Mach number and fuel cost on the optimum configuration characteristics and on economic performance. For each design, the wing geometry was optimized to give maximum return on investment at a particular fuel cost. Based on the results of the parametric study, a nominal reduced energy configuration was selected. Compared with existing transport designs, the reduced energy design has a higher aspect ratio wing with lower sweep, and cruises at a lower Mach number. It has about 30% less fuel consumption on a seat-mile basis.
Cost and fuel consumption per nautical mile for two engine jet transports using OPTIM and TRAGEN

NASA Technical Reports Server (NTRS)

Wiggs, J. F.

1982-01-01

The cost and fuel consumption per nautical mile for two engine jet transports are computed using OPTIM and TRAGEN. The savings in fuel and direct operating costs per nautical mile for each of the different types of optimal trajectories over a standard profile are shown.
Characterizing SI Engine Transient Fuel Consumption in ...

EPA Pesticide Factsheets

Examine typical transient engine operation encountered over the EPA's vehicle and engine testing drive cycles to characterize that transient fuel usage, and then describe the changes made to ALPHA to better model transient engine operation. To present an approach to capture dynamic fuel consumption during engine transients and then implement these identified characteristics in ALPHA.
76 FR 38843 - Regulation of Fuels and Fuel Additives: 2012 Renewable Fuel Standards

Federal Register 2010, 2011, 2012, 2013, 2014

2011-07-01

... Feedstocks To Produce 1.28 Billion Gallons Of Biodiesel 3. Production Capacity 4. Consumption Capacity 5... circumstances that came to light after the RFS2 program went into effect on July 1, 2010. Additionally, this... the factors specified in the statute, including a consideration of biodiesel production, consumption...
Alternative Fuels Data Center

Science.gov Websites

must reduce petroleum-based fuel consumption on a per vehicle basis and across the fleet. For non reduction in petroleum-based fuel consumption by 15% (or 7.5% for exempt vehicles) by FY 2020. The Colorado Department of Personnel and Administration may consider certain vehicles to be exempt based on agency
Modeling of terminal-area airplane fuel consumption

DOT National Transportation Integrated Search

2009-08-01

Accurate modeling of airplane fuel consumption is necessary for air transportation policy-makers to properly : adjudicate trades between competing environmental and economic demands. Existing public models used for : computing terminal-area airplane ...
Trip Energy Estimation Methodology and Model Based on Real-World Driving Data for Green Routing Applications: Preprint

DOE Office of Scientific and Technical Information (OSTI.GOV)

Holden, Jacob; Van Til, Harrison J; Wood, Eric W

A data-informed model to predict energy use for a proposed vehicle trip has been developed in this paper. The methodology leverages nearly 1 million miles of real-world driving data to generate the estimation model. Driving is categorized at the sub-trip level by average speed, road gradient, and road network geometry, then aggregated by category. An average energy consumption rate is determined for each category, creating an energy rates look-up table. Proposed vehicle trips are then categorized in the same manner, and estimated energy rates are appended from the look-up table. The methodology is robust and applicable to almost any typemore » of driving data. The model has been trained on vehicle global positioning system data from the Transportation Secure Data Center at the National Renewable Energy Laboratory and validated against on-road fuel consumption data from testing in Phoenix, Arizona. The estimation model has demonstrated an error range of 8.6% to 13.8%. The model results can be used to inform control strategies in routing tools, such as change in departure time, alternate routing, and alternate destinations to reduce energy consumption. This work provides a highly extensible framework that allows the model to be tuned to a specific driver or vehicle type.« less
The carbon footprint of Australian ambulance operations.

PubMed

Brown, Lawrence H; Canyon, Deon V; Buettner, Petra G; Crawford, J Mac; Judd, Jenni

2012-12-01

To determine the greenhouse gas emissions associated with the energy consumption of Australian ambulance operations, and to identify the predominant energy sources that contribute to those emissions. A two-phase study of operational and financial data from a convenience sample of Australian ambulance operations to inventory their energy consumption and greenhouse gas emissions for 1 year. State- and territory-based ambulance systems serving 58% of Australia's population and performing 59% of Australia's ambulance responses provided data for the study. Emissions for the participating systems totalled 67 390 metric tons of carbon dioxide equivalents. For ground ambulance operations, emissions averaged 22 kg of carbon dioxide equivalents per ambulance response, 30 kg of carbon dioxide equivalents per patient transport and 3 kg of carbon dioxide equivalents per capita. Vehicle fuels accounted for 58% of the emissions from ground ambulance operations, with the remainder primarily attributable to electricity consumption. Emissions from air ambulance transport were nearly 200 times those for ground ambulance transport. On a national level, emissions from Australian ambulance operations are estimated to be between 110 000 and 120 000 tons of carbon dioxide equivalents each year. Vehicle fuels are the primary source of emissions for ground ambulance operations. Emissions from air ambulance transport are substantially higher than those for ground ambulance transport. © 2012 The Authors. EMA © 2012 Australasian College for Emergency Medicine and Australasian Society for Emergency Medicine.
Freight Wing Trailer Aerodynamics Final Technical Report

DOE Office of Scientific and Technical Information (OSTI.GOV)

Sean Graham

2007-10-31

Freight Wing Incorporated utilized the opportunity presented by a DOE category two Inventions and Innovations grant to commercialize and improve upon aerodynamic technology for semi-tuck trailers, capable of decreasing heavy vehicle fuel consumption, related environmental damage, and U.S. consumption of foreign oil. Major project goals included the demonstration of aerodynamic trailer technology in trucking fleet operations, and the development and testing of second generation products. A great deal of past scientific research has demonstrated that streamlining box shaped semi-trailers can significantly reduce a truck’s fuel consumption. However, significant design challenges have prevented past concepts from meeting industry needs. Freight Wingmore » utilized a 2003 category one Inventions and Innovations grant to develop practical solutions to trailer aerodynamics. Fairings developed for the front, rear, and bottom of standard semi-trailers together demonstrated a 7% improvement to fuel economy in scientific tests conducted by the Transportation Research Center (TRC). Operational tests with major trucking fleets proved the functionality of the products, which were subsequently brought to market. This category two grant enabled Freight Wing to further develop, test and commercialize its products, resulting in greatly increased understanding and acceptance of aerodynamic trailer technology. Commercialization was stimulated by offering trucking fleets 50% cost sharing on trial implementations of Freight Wing products for testing and evaluation purposes. Over 230 fairings were implemented through the program with 35 trucking fleets including industry leaders such as Wal-Mart, Frito Lay and Whole Foods. The feedback from these testing partnerships was quite positive with product performance exceeding fleet expectations in many cases. Fleet feedback also was also valuable from a product development standpoint and assisted the design of several second generation products intended to further improve efficiency, lower costs, and enhance durability. Resulting products demonstrated a 30% efficiency improvement in full scale wind tunnel tests. The fuel savings of our most promising product, the “Belly Fairing” increased from 4% to 6% in scientific track and operational tests. The project successfully demonstrated the economic feasibility of trailer aerodynamics and positioned the technology to realize significant public benefits. Scientific testing conducted with partners such as the EPA Smartway program and Transport Canada clearly validated the fuel and emission saving potential of the technology. The Smartway program now recommends trailer aerodynamics as a certified fuel saving technology and is offering incentives such as low interest loans. Trailer aerodynamics can save average trucks over 1,100 gallons of fuel an 13 tons of emissions every 100,000 miles, a distance many trucks travel annually. These fuel savings produce a product return on investment period of one to two years in average fleet operations. The economic feasibility of the products was validated by participating fleets, several of which have since completed large implementations or demonstrated an interest in volume orders. The commercialization potential of the technology was also demonstrated, resulting in a national distribution and manufacturing partnership with a major industry supplier, Carrier Transicold. Consequently, Freight Wing is well positioned to continue marketing trailer aerodynamics to the trucking industry. The participation of leading fleets in this project served to break down the market skepticism that represents a primary barrier to widespread industry utilization. The benefits of widespread utilization of the technology could be quite significant for both the transportation industry and the public. Trailer aerodynamics could potentially save the U.S. trucking fleet over a billion gallons of fuel and 20 million tons of emissions annually.« less
Emissions of NOx, particle mass and particle numbers from aircraft main engines, APU's and handling equipment at Copenhagen Airport

NASA Astrophysics Data System (ADS)

Winther, Morten; Kousgaard, Uffe; Ellermann, Thomas; Massling, Andreas; Nøjgaard, Jacob Klenø; Ketzel, Matthias

2015-01-01

This paper presents a detailed emission inventory for NOx, particle mass (PM) and particle numbers (PN) for aircraft main engines, APU's and handling equipment at Copenhagen Airport (CPH) based on time specific activity data and representative emission factors for the airport. The inventory has a high spatial resolution of 5 m × 5 m in order to be suited for further air quality dispersion calculations. Results are shown for the entire airport and for a section of the airport apron area ("inner apron") in focus. The methodology presented in this paper can be used to quantify the emissions from aircraft main engines, APU and handling equipment in other airports. For the entire airport, aircraft main engines is the largest source of fuel consumption (93%), NOx, (87%), PM (61%) and PN (95%). The calculated fuel consumption [NOx, PM, PN] shares for APU's and handling equipment are 5% [4%, 8%, 5%] and 2% [9%, 31%, 0%], respectively. At the inner apron area for handling equipment the share of fuel consumption [NOx, PM, PN] are 24% [63%, 75%, 2%], whereas APU and main engines shares are 43% [25%, 19%, 54%], and 33% [11%, 6%, 43%], respectively. The inner apron NOx and PM emission levels are high for handling equipment due to high emission factors for the diesel fuelled handling equipment and small for aircraft main engines due to small idle-power emission factors. Handling equipment is however a small PN source due to the low number based emission factors. Jet fuel sulphur-PM sensitivity calculations made in this study with the ICAO FOA3.0 method suggest that more than half of the PM emissions from aircraft main engines at CPH originate from the sulphur content of the fuel used at the airport. Aircraft main engine PN emissions are very sensitive to the underlying assumptions. Replacing this study's literature based average emission factors with "high" and "low" emission factors from the literature, the aircraft main engine PN emissions were estimated to change with a factor of 14.
Effects of Air Conditioner Use on Real-World Fuel Economy

DOE Office of Scientific and Technical Information (OSTI.GOV)

Huff, Shean P; West, Brian H; Thomas, John F

2013-01-01

Vehicle data were acquired on-road and on a chassis dynamometer to assess fuel consumption under several steady cruise conditions and at idle. Data were gathered for various air conditioner (A/C) settings and with the A/C off and the windows open. Two vehicles were used in the comparisonstudy: a 2009 Ford Explorer and a 2009 Toyota Corolla. At steady speeds between 64.4 and 112.7 kph (40 and 70 mph), both vehicles consumed more fuel with the A/C on at maximum cooling load (compressor at 100% duty cycle) than when driving with the windows down. The Explorer maintained this trend beyond 112.7more » kph (70 mph), while the Corolla fuel consumption with the windows down matched that of running the A/C at 120.7 kph (75 mph), and exceeded it at 128.7 kph (80 mph). The largest incremental fuel consumption rate penalty due to air conditioner use occurred was nearly constant with a weakslight trend of increasing consumption with increasing compressor (and vehicle) speed. Lower consumption is seenobserved at idle for both vehicles, likely due to the low compressor speed at this operating point« less

40 CFR 98.33 - Calculating GHG emissions.

Code of Federal Regulations, 2013 CFR

2013-07-01

... consumption is expressed in units of therms or million Btu. In that case, use Equation C-1a or C-1b, as.... (ii) If natural gas consumption is obtained from billing records and fuel usage is expressed in therms... gas consumption is obtained from billing records and fuel usage is expressed in mmBtu, use Equation C...
40 CFR 98.33 - Calculating GHG emissions.

Code of Federal Regulations, 2014 CFR

2014-07-01

... consumption is expressed in units of therms or million Btu. In that case, use Equation C-1a or C-1b, as.... (ii) If natural gas consumption is obtained from billing records and fuel usage is expressed in therms... gas consumption is obtained from billing records and fuel usage is expressed in mmBtu, use Equation C...
40 CFR 98.33 - Calculating GHG emissions.

Code of Federal Regulations, 2012 CFR

2012-07-01

... consumption is expressed in units of therms or million Btu. In that case, use Equation C-1a or C-1b, as.... (ii) If natural gas consumption is obtained from billing records and fuel usage is expressed in therms... gas consumption is obtained from billing records and fuel usage is expressed in mmBtu, use Equation C...
77 FR 59458 - Regulation of Fuels and Fuel Additives: 2013 Biomass-Based Diesel Renewable Fuel Volume

Federal Register 2010, 2011, 2012, 2013, 2014

2012-09-27

... Consumption A. Demand for Biomass-Based Diesel B. Availability of Feedstocks To Produce 1.28 Billion Gallons of Biodiesel 1. Grease and Rendered Fats 2. Corn Oil 3. Soybean Oil 4. Effects on Food Prices 5. Other Bio-Oils C. Production Capacity D. Consumption Capacity E. Biomass-Based Diesel Distribution...
14 CFR 291.44 - BTS Schedule P-12(a), Fuel Consumption by Type of Service and Entity.

Code of Federal Regulations, 2010 CFR

2010-01-01

..., DEPARTMENT OF TRANSPORTATION (AVIATION PROCEEDINGS) ECONOMIC REGULATIONS CARGO OPERATIONS IN INTERSTATE AIR TRANSPORTATION Reporting Rules § 291.44 BTS Schedule P-12(a), Fuel Consumption by Type of Service and Entity. (a...) Each air carrier shall maintain records for each station showing the computation of fuel inventories...
Characteristics and thermal behavior analysis of lithium-ion batteries for application in hybrid locomotives

NASA Astrophysics Data System (ADS)

Chatterjee, Krishnashis

The locomotive industry accounts for 2.5 % of the total fuel consumption in the US. Thus the necessity for reducing fuel consumption and emissions led to the development of the concept of hybrid locomotive which is dual powered by the diesel engine and electric motors. But the energy dissipated in braking such a locomotive in a year is enough to power over 9100 average US households over the same period of time. Recovering this energy using regenerative braking system and storing it in a electric battery is of great interest among researchers for improving overall efficiency and reducing consumption of fuels. In the present study, LiFePO4 batteries, a type of the state-of-art lithium-ion batteries, have been tested under different environmental and load conditions. Environmental temperatures were varied to analyze their effects on the charging and discharging patterns of the battery by using the CADEX battery analyzer in order to find the temperature range for optimum battery performance. The fluctuations of temperature of the battery surface were monitored along the length of the tests, using Infra-Red imaging and thermocouple probes at different points on the battery surface. Both battery performance characteristics and the variation of the battery surface temperature were also recorded for different load cycles in order to get a comprehensive picture of the heat generation and its effect on the behavior of the battery under different load conditions. Lastly a practical Load Cycle analysis of the battery has been performed which gave a picture of the heat generated by the battery and also the performance characteristics as it is subjected to a practical Load Cycle.
The Role of Industrial Parks in Mitigating Greenhouse Gas Emissions from China.

PubMed

Guo, Yang; Tian, Jinping; Zang, Na; Gao, Yang; Chen, Lujun

2018-06-14

This study uncovered the direct and indirect energy-related GHG emissions of 213 Chinese national-level industrial parks, providing 11% of China's GDP, from a life-cycle perspective. Direct emissions are sourced from fuel combustion, and indirect emissions are embodied in energy production. The results indicated that in 2015, the direct and indirect GHG emissions of the parks were 1042 and 181 million tonne CO2 eq., respectively, totally accounting for 11% of national GHG emissions. The total energy consumption of the parks accounted for 10% of national energy consumption. Coal constituted 74% of total energy consumption in these parks. Baseline and low-carbon scenarios are established for 2030, and five GHG mitigation measures targeting energy consumption are modeled. The GHG mitigation potential for these parks in 2030 is quantified as 116 million tonne, equivalent to 9.5% of the parks' total emission in 2015. The measures that increase the share of natural gas consumption, reduce the GHG emission factor of electricity grid, and improve the average efficiency of industrial coal-fired boilers, will totally contribute 94% and 98% in direct and indirect GHG emissions reductions, respectively. These findings will provide a solid foundation for the low-carbon development of Chinese industrial parks.
Electric Power Quarterly, October-December 1985. [Glossary

DOE Office of Scientific and Technical Information (OSTI.GOV)

Not Available

1986-05-05

The Electric Power Quarterly (EPQ) provides information on electric utilities at the plant level. The information concerns the following: cost, quantity, and quality of fossil fuel receipts; net generation; fuel consumption; and fuel stocks. The EPQ contains monthly data and quarterly totals for the reporting quarter. Data collected on Form EIA-759 regarding electric utilities' net generation, fuel consumption, and fuel stocks are presented on a plant-by-plant basis. In addition, quantity, cost, and quality of fossil fuel receipts collected on the Federal Energy Regulatory Commission (FERC) Form 423 are presented on a plant-by-plant basis.
Electric Power Quarterly, January-March 1986

DOE Office of Scientific and Technical Information (OSTI.GOV)

Not Available

1986-07-21

The ''Electric Power Quarterly (EPQ)'' provides information on electric utilities at the plant level. The information concerns the following: cost, quantity, and quality of fossil fuel receipts; net generation; fuel consumption; and fuel stocks. The ''EPQ'' contains monthly data and quarterly totals for the reporting quarter. In this report, data collected on Form EIA-759 regarding electric utilities' net generation, fuel consumption, and fuel stocks are presented on a plant-by-plant basis. In addition, quantity, cost, and quality of fossil fuel receipts collected on the Federal Energy Regulatory Commission (FERC) Form 423 are presented on a plant-by-plant basis.
Forest fires in Mediterranean countries: CO2 emissions and mitigation possibilities through prescribed burning.

PubMed

Vilén, Terhi; Fernandes, Paulo M

2011-09-01

Forest fires are an integral part of the ecology of the Mediterranean Basin; however, fire incidence has increased dramatically during the past decades and fire is expected to become more prevalent in the future due to climate change. Fuel modification by prescribed burning reduces the spread and intensity potential of subsequent wildfires. We used the most recently published data to calculate the average annual wildfire CO(2) emissions in France, Greece, Italy, Portugal and Spain following the IPCC guidelines. The effect of prescribed burning on emissions was calculated for four scenarios of prescribed burning effectiveness based on data from Portugal. Results show that prescribed burning could have a considerable effect on the carbon balance of the land use, land-use change and forestry (LULUCF) sector in Mediterranean countries. However, uncertainty in emission estimates remains large, and more accurate data is needed, especially regarding fuel load and fuel consumption in different vegetation types and fuel layers and the total area protected from wildfire per unit area treated by prescribed burning, i.e. the leverage of prescribed burning.
A First-Order Estimate of Automated Mobility District Fuel Consumption and GHG Emission Impacts

DOE Office of Scientific and Technical Information (OSTI.GOV)

Chen, Yuche; Young, Stanley E; Gonder, Jeffrey D

A first of its kind, this study develops a framework to quantify the fuel consumption and greenhouse gas emission impacts of an Automated Small Vehicle Transit system on a campus area. The results show that the automated mobility district system has the potential to reduce transportation system fuel consumption and greenhouse gas emissions, but the benefits are largely dependent on the operation and ridership of the personal rapid transit system. Our study calls for more research to understand the energy and environmental benefits of such a system.
Investigation of fuel savings for an aircraft due to optimization of the center of gravity

NASA Astrophysics Data System (ADS)

Liu, Yitao; Yang, Zhenbo; Deng, Junxiang; Zhu, Junjie

2018-03-01

The aircraft’s center of gravity (CG) has a significant influence on the safety and efficiency, which are determined to a large degree by keeping the CG position within the forward and aft limits. Improper loading reduces the aerodynamics efficiency of an aircraft, resulting in higher flight drag. This paper focuses on the theoretical analysis of the influence of variable CG parameter on the fuel consumption. A new model is developed to predict the fuel consumption rate for an aircraft with it’s CG at different position. The numerical result indicates that a more aft CG position produces less drag and, in turn, requires less fuel consumption.
The Effect of Valve Cooling upon Maximum Permissible Engine Output as Limited by Knock

NASA Technical Reports Server (NTRS)

Munger, Maurice; Wilsted, H D; Mulcahy, B A

1942-01-01

A Wright GR-1820-G200 cylinder was tested over a wide range of fuel-air ratios at maximum permissible power output as limited by knock with three different degrees of valve cooling. The valves used were stock valves (solid inlet valve and hollow sodium-cooled exhaust valve), hollow valves with no coolant, and hollow valves with flowing water as a coolant. Curves showing the variation in maximum permissible values of inlet-air pressure, indicated mean effective pressure, cylinder charge, and indicated specific fuel consumption with change in fuel-air ratio and valve cooling are shown. The use of valves cooled by a stream of water passing through their hollow interiors permitted indicated mean effective pressures 10 percent higher than the mean effective pressures permissible with stock valves when the engine was operated with fuel-air ratios from 0.055 to 0.065. Operation of the engine with lean mixtures with uncooled hollow valves resulted in power output below the output obtained with the stock valves. The data show an increase in maximum permissible indicated mean effective pressure due to cooling the valves, which averages only 2.1 percent with fuel-air ratios from 0.075 to 0.105.
Fire Radiative Power (FRP)-based Emission Factors of PM2.5, CO and NOX for Remote Sensing of Biomass Burning Emissions

NASA Astrophysics Data System (ADS)

Karandana Gamalathge, T. D.; Chen, L. W. A.

2015-12-01

Large-scale biomass burning such as forest fires represents an important and yet uncertain source of air pollutants and greenhouse gases on a global scale. Due to the highly accidental nature of forest fires, satellite remote sensing could be a promising method to develop regional and global fire emission inventories on a real-time basis. Reliable fire radiative power (FRP)-based fuel consumption and emission factors are critical in this approach. In an attempt to obtain the information, laboratory combustion experiments were conducted to simultaneously monitor FRP, fuel consumption, and emissions of fine particulate matter (PM2.5), carbon monoxide (CO), and reactive nitrogen oxides (NO and NO2). FRP were quantified using temperature-resolved values from a thermal imager instead of conventionally used average temperature, as the former provides more realistic estimates. For dry Ponderosa pine branches, a common fuel in the Sierra Nevada, a strong correlation (r2 ~ 0.8) between FRP and the mass reduction rate (MRR) was found. This led to a radiative energy yield (REY) of 8.5 ± 1.2 MJ/kg, assuming blackbody radiation and a flame emissivity of 0.5. Mass-based emission factors were determined with the carbon balance approach. Considering the ratio of mass-based emission factors and the REY, FRP-based emission factors: PM2.5: 11 g/MJ, CO: 8.0 g/MJ, NO: 0.33 g/MJ, and NO2: 0.07 g/MJ were quantified. The application of this approach to other fuel types and uncertainties in the measurements will be discussed.
Backtracking search algorithm in CVRP models for efficient solid waste collection and route optimization.

PubMed

Akhtar, Mahmuda; Hannan, M A; Begum, R A; Basri, Hassan; Scavino, Edgar

2017-03-01

Waste collection is an important part of waste management that involves different issues, including environmental, economic, and social, among others. Waste collection optimization can reduce the waste collection budget and environmental emissions by reducing the collection route distance. This paper presents a modified Backtracking Search Algorithm (BSA) in capacitated vehicle routing problem (CVRP) models with the smart bin concept to find the best optimized waste collection route solutions. The objective function minimizes the sum of the waste collection route distances. The study introduces the concept of the threshold waste level (TWL) of waste bins to reduce the number of bins to be emptied by finding an optimal range, thus minimizing the distance. A scheduling model is also introduced to compare the feasibility of the proposed model with that of the conventional collection system in terms of travel distance, collected waste, fuel consumption, fuel cost, efficiency and CO 2 emission. The optimal TWL was found to be between 70% and 75% of the fill level of waste collection nodes and had the maximum tightness value for different problem cases. The obtained results for four days show a 36.80% distance reduction for 91.40% of the total waste collection, which eventually increases the average waste collection efficiency by 36.78% and reduces the fuel consumption, fuel cost and CO 2 emission by 50%, 47.77% and 44.68%, respectively. Thus, the proposed optimization model can be considered a viable tool for optimizing waste collection routes to reduce economic costs and environmental impacts. Copyright © 2017 Elsevier Ltd. All rights reserved.
An early glimpse at long-term subsonic commercial turbofan technology requirements. [fuel conservation

NASA Technical Reports Server (NTRS)

Gray, D. E.; Dugan, J. F.

1975-01-01

This paper reports on the exploratory investigation and initial findings of the study of future turbofan concepts to conserve fuel. To date, these studies have indicated a potential reduction in cruise thrust specific fuel consumption in 1990 turbofans of approximately 15% relative to present day new engines through advances in internal aerodynamics, structure-mechanics, and materials. Advanced materials also offer the potential for fuel savings through engine weight reduction. Further studies are required to balance fuel consumption reduction with sound airlines operational economics.
An improved car-following model considering headway changes with memory

NASA Astrophysics Data System (ADS)

Yu, Shaowei; Shi, Zhongke

2015-03-01

To describe car-following behaviors in complex situations better, increase roadway traffic mobility and minimize cars' fuel consumptions, the linkage between headway changes with memory and car-following behaviors was explored with the field car-following data by using the gray correlation analysis method, and then an improved car-following model considering headway changes with memory on a single lane was proposed based on the full velocity difference model. Some numerical simulations were carried out by employing the improved car-following model to explore how headway changes with memory affected each car's velocity, acceleration, headway and fuel consumptions. The research results show that headway changes with memory have significant effects on car-following behaviors and fuel consumptions and that considering headway changes with memory in designing the adaptive cruise control strategy can improve the traffic flow stability and minimize cars' fuel consumptions.
The influence of number and values of ratios in stepped gearbox on mileage fuel consumption in NEDC test and real traffic

NASA Astrophysics Data System (ADS)

Bera, P.; Wędrychowicz, D.

2016-09-01

The article presents the influence of number and values of ratios in stepped gearbox on mileage fuel consumption in a city passenger car. The simulations were conducted for a particular vehicle characterized by its mass, body shape, size of tires and equipped with a combustion engine for which the characteristic of fuel consumption in dynamic states was already designated on the basis of engine test bed measurements. Several designs of transmission with different number of gears and their ratios were used in virtual simulations of road traffic, particularly in the NEDC test, to calculate mileage fuel consumption. This allows for a quantitative assessment of transmission parameters in terms of both vehicle economy and dynamic properties. Also, based on obtained results, recommendations for the selection of a particular vehicle for a specific type of exploitation have been formulated.
Study of method for reducing fuel consumption and amount of specific emissions of harmful substances with exhaust gases of passenger cars when using “climate control” system

NASA Astrophysics Data System (ADS)

Burakova, L. N.; Anisimov, I. A.; Burakova, A. D.; Burakova, O. D.

2018-05-01

The article deals with the issue of improving fuel efficiency and the ecological nature of passenger cars, servicing the administrative and management personnel of the oil and gas complex. It is established that fuel consumption and the amount of specific emissions of harmful substances with exhaust gases of cars when using the “climate control” system depend on the effective ambient temperature, the color of the opaque car body elements, the power of the car engine and the interior volume. However, the simplest controlled factor is the color of the opaque car body elements, which is characterized by the coefficient of light reflection. In the course of experimental studies, the authors established the dependences of a change in fuel consumption and a share of reducing emissions of harmful substances with exhaust gases of passenger cars with the “climate control” system on the coefficient of light reflection. A method has been developed to reduce fuel consumption and the amount of specific emissions of harmful substances with the exhaust gases of passenger cars using the “climate control” system, which involves painting the vehicle roof white and allows reducing fuel consumption by 5.5-10.3%, and the amount of specific emissions of harmful substances by 0.8-2.3%.
Study of a method for reducing fuel consumption and the amount of specific emissions of harmful substances with exhaust gases of passenger cars when using the “climate control” system

NASA Astrophysics Data System (ADS)

Burakova, L. N.; Anisimov, I. A.; Burakova, A. D.; Burakova, O. D.

2018-05-01

The article deals with the issue of improving the fuel economy and environmental friendliness of motor vehicles which serve the administrative and management personnel of the oil and gas industry. It is established that fuel consumption and the amount of specific emissions of harmful substances with exhaust gases of cars when using the “climate control” system depend on the effective ambient temperature, the color of the opaque car body elements, the power of the car engine and the interior volume. However, the simplest controlled factor is the color of the opaque car body elements, which is characterized by the coefficient of light reflection. In the course of experimental studies, we established the dependences of a change in fuel consumption and a share of reducing emissions of harmful substances with exhaust gases of passenger cars with the “climate control” system on the coefficient of light reflection. A method has been developed to reduce fuel consumption and the amount of specific emissions of harmful substances with the exhaust gases of passenger cars using the “climate control” system, which involves painting the vehicle roof white and allows reducing fuel consumption by 5.5-10.3%, and the amount of specific emissions of harmful substances by 0.8-2.3%.

Energy consumption habits and human health nexus in Sub-Saharan Africa.

PubMed

Hanif, Imran

2018-05-22

This study explores the impact of fossil fuels consumption, solid fuels consumption for cooking purposes, economic growth, and carbon emissions on human health, with a key emphasis on the occurrence of tuberculosis and the high mortality rate in Sub-Saharan Africa. For its practical insights, the study develops a system Generalized Method of Moment (GMM) for a panel of 34 middle- and lower-middle-income countries from 1995 to 2015. The study adopts a flexible methodology to tackle endogeneity in the variables. The robust results report that the use of solid fuels (charcoal, peat, wood, wood pellets, crop residues) for cooking purposes and the consumption of fossil fuels (oil, coal, gas) are significantly increasing the occurrence of tuberculosis. In addition, the results highlight that the consumption of both solid fuels and fossil fuels has adverse affects on life expectancy by increasing the mortality rate in Sub-Saharan African countries. Results report that renewable energy sources like sun, wind, and water (all with potential to prevent households from direct exposure to particulate matters and harmful gases) as well as a rise in economic growth serve as helping factors to control the occurrence of tuberculosis and to decrease the mortality rate. Moreover, the use of renewable energy sources is serving to lessen emissions of carbon dioxide, nitrogen dioxides, and particulate matters, which can ultimately decrease the mortality rate and extend the life expectancy in Sub-Saharan Africa.
Life-cycle analysis of fuels from post-use non-recycled plastics

DOE PAGES

Benavides, Pahola Thathiana; Sun, Pingping; Han, Jeongwoo; ...

2017-04-27

Plastic-to-fuel (PTF) technology uses pyrolysis to convert plastic waste—especially non-recycled plastics (NRP)—into ultra-low sulfur diesel (ULSD) fuel. To assess the potential energy and environmental benefits associated with PTF technology, we calculated the energy, water consumption, and greenhouse gas emissions of NRP-derived ULSD and compared the results to those metrics for conventional ULSD fuel. For these analyses, we used the Greenhouse gases, Regulated Emissions and Energy use in Transportation (GREET®) model. Five companies provided pyrolysis process product yields and material and energy consumption data. Co-products of the process included char and fuel gas. Char can be landfilled, which, per the companymore » responses, is the most common practice for this co-product, or it may be sold as an energy product. Fuel gas can be combusted to internally generate process heat and electricity. Sensitivity analyses investigated the influence of co-product handling methodology, product yield, electric grid composition, and assumed efficiency of char combustion technology on life-cycle greenhouse gas emissions. The sensitivity analysis indicates that the GHG emissions would likely be reduced up to 14% when it is compared to conventional ULSD, depending on the co-product treatment method used. NRP-derived ULSD fuel could therefore be considered at a minimum carbon neutral with the potential to offer a modest GHG reduction. Moreover, this waste-derived fuel had 58% lower water consumption and up to 96% lower fossil fuel consumption than conventional ULSD fuel in the base case. In addition to the comparison of PTF fuels with conventional transportation fuels, we also compare the results with alternative scenarios for managing NRP including power generation and landfilling in the United States.« less
Life-cycle analysis of fuels from post-use non-recycled plastics

DOE Office of Scientific and Technical Information (OSTI.GOV)

Benavides, Pahola Thathiana; Sun, Pingping; Han, Jeongwoo

Plastic-to-fuel (PTF) technology uses pyrolysis to convert plastic waste—especially non-recycled plastics (NRP)—into ultra-low sulfur diesel (ULSD) fuel. To assess the potential energy and environmental benefits associated with PTF technology, we calculated the energy, water consumption, and greenhouse gas emissions of NRP-derived ULSD and compared the results to those metrics for conventional ULSD fuel. For these analyses, we used the Greenhouse gases, Regulated Emissions and Energy use in Transportation (GREET®) model. Five companies provided pyrolysis process product yields and material and energy consumption data. Co-products of the process included char and fuel gas. Char can be landfilled, which, per the companymore » responses, is the most common practice for this co-product, or it may be sold as an energy product. Fuel gas can be combusted to internally generate process heat and electricity. Sensitivity analyses investigated the influence of co-product handling methodology, product yield, electric grid composition, and assumed efficiency of char combustion technology on life-cycle greenhouse gas emissions. The sensitivity analysis indicates that the GHG emissions would likely be reduced up to 14% when it is compared to conventional ULSD, depending on the co-product treatment method used. NRP-derived ULSD fuel could therefore be considered at a minimum carbon neutral with the potential to offer a modest GHG reduction. Moreover, this waste-derived fuel had 58% lower water consumption and up to 96% lower fossil fuel consumption than conventional ULSD fuel in the base case. In addition to the comparison of PTF fuels with conventional transportation fuels, we also compare the results with alternative scenarios for managing NRP including power generation and landfilling in the United States.« less
10 CFR Appendix P to Subpart B of... - Uniform Test Method for Measuring the Energy Consumption of Pool Heaters

Code of Federal Regulations, 2014 CFR

2014-01-01

... with section 5 of IEC 62301 (Second Edition) (incorporated by reference; see § 430.3) and the fossil... power consumption during the off mode, PW,OFF = 0, and the fossil fuel energy consumed during the off... 62301 (Second Edition) (incorporated by reference; see § 430.3), and the fossil fuel energy consumption...
New approach for reduction of diesel consumption by comparing different mining haulage configurations.

PubMed

Rodovalho, Edmo da Cunha; Lima, Hernani Mota; de Tomi, Giorgio

2016-05-01

The mining operations of loading and haulage have an energy source that is highly dependent on fossil fuels. In mining companies that select trucks for haulage, this input is the main component of mining costs. How can the impact of the operational aspects on the diesel consumption of haulage operations in surface mines be assessed? There are many studies relating the consumption of fuel trucks to several variables, but a methodology that prioritizes higher-impact variables under each specific condition is not available. Generic models may not apply to all operational settings presented in the mining industry. This study aims to create a method of analysis, identification, and prioritization of variables related to fuel consumption of haul trucks in open pit mines. For this purpose, statistical analysis techniques and mathematical modelling tools using multiple linear regressions will be applied. The model is shown to be suitable because the results generate a good description of the fuel consumption behaviour. In the practical application of the method, the reduction of diesel consumption reached 10%. The implementation requires no large-scale investments or very long deadlines and can be applied to mining haulage operations in other settings. Copyright © 2016 Elsevier Ltd. All rights reserved.
Engine performance with a hydrogenated safety fuel

NASA Technical Reports Server (NTRS)

Schey, Oscar W; Young, Alfred W

1933-01-01

This report presents the results of an investigation to determine the engine performance obtained with a hydrogenated safety fuel developed to eliminate fire hazard. The tests were made on a single-cylinder universal test engine at compression ratios of 5.0, 5.5, and 6.0. Most of the tests were made with a fuel-injection system, although one set of runs was made with a carburetor when using gasoline to establish comparative performance. The tests show that the b.m.e.p. obtained with safety fuel when using a fuel-injection system is slightly higher than that obtained with gasoline when using a carburetor, although the fuel consumption with safety fuel is higher. When the fuel-injection system is used with each fuel and with normal engine temperatures the b.m.e.p. with safety fuel is from 2 to 4 percent lower than with gasoline and the fuel consumption about 25 to 30 percent higher. However, a few tests at an engine coolant temperature of 250 F have shown a specific fuel consumption approximating that obtained with gasoline with only a slight reduction in power. The idling of the test engine was satisfactory with the safety fuel. Starting was difficult with a cold engine but could be readily accomplished when the jacket water was hot. It is believed that the use of the safety fuel would practically eliminate crash fires.
Fuel Burn Estimation Using Real Track Data

NASA Technical Reports Server (NTRS)

Chatterji, Gano B.

2011-01-01

A procedure for estimating fuel burned based on actual flight track data, and drag and fuel-flow models is described. The procedure consists of estimating aircraft and wind states, lift, drag and thrust. Fuel-flow for jet aircraft is determined in terms of thrust, true airspeed and altitude as prescribed by the Base of Aircraft Data fuel-flow model. This paper provides a theoretical foundation for computing fuel-flow with most of the information derived from actual flight data. The procedure does not require an explicit model of thrust and calibrated airspeed/Mach profile which are typically needed for trajectory synthesis. To validate the fuel computation method, flight test data provided by the Federal Aviation Administration were processed. Results from this method show that fuel consumed can be estimated within 1% of the actual fuel consumed in the flight test. Next, fuel consumption was estimated with simplified lift and thrust models. Results show negligible difference with respect to the full model without simplifications. An iterative takeoff weight estimation procedure is described for estimating fuel consumption, when takeoff weight is unavailable, and for establishing fuel consumption uncertainty bounds. Finally, the suitability of using radar-based position information for fuel estimation is examined. It is shown that fuel usage could be estimated within 5.4% of the actual value using positions reported in the Airline Situation Display to Industry data with simplified models and iterative takeoff weight computation.
Measurements relating fire radiative energy density and surface fuel consumption - RxCADRE 2011 and 2012

Treesearch

Andrew T. Hudak; Matthew B. Dickinson; Benjamin C. Bright; Robert L. Kremens; E. Louise Loudermilk; Joseph J. O' Brien; Benjamin S. Hornsby; Roger D. Ottmar

2016-01-01

Small-scale experiments have demonstrated that fire radiative energy is linearly related to fuel combusted but such a relationship has not been shown at the landscape level of prescribed fires. This paper presents field and remotely sensed measures of pre-fire fuel loads, consumption, fire radiative energy density (FRED) and fire radiative power flux density (FRFD),...
Study of air pollution in the Aburra Valley, Colombia

DOE Office of Scientific and Technical Information (OSTI.GOV)

Bedoya, J.; Bedoya, E.

1980-01-01

A study of air pollution in the Aburra Valley, Colombia, showed that in 1978, the total vehicular (automobiles, buses, and trucks) fuel consumption, including gasoline, fuel oil, kerosine and aviation gasoline, was 136 million gal, which, based on EPA emission factors, produced 755 metric tons of particulate matter and 245 metric tons of sulfur dioxide. In the city of Medellin, during 1976-1979, sulfur dioxide concentrations averaged 40 jg/cu m annually at two sampling stations representing the worst cases, a value below the Colombian standard of 70 jg/cu m. The annual average for the city showed an increase of 22 jg/cumore » m in 1977 to 30 jg/cu m in 1979. In March 1978, the Olaya Herrera Airport in Aburra Valley was closed a number of hours due to lack of visibility caused by fumes; on 3/17/78, it was closed ten hours. The economic and demographic aspects of the Aburra Valley, industrial sources of pollution in the Valley and Colombian air pollution regulations are discussed.« less
Energy conservation through utilization of mechanical energy storage

NASA Astrophysics Data System (ADS)

Eisenhaure, D. B.; Bliamptis, T. E.; Downer, J. R.; Heinemann, P. C.

Potential benefits regarding fuel savings, necessary technology, and evaluation criteria for the development of flywheel-hybrid vehicles are examined. A case study is quoted in which adoption of flywheel-hybrid vehicles in a taxi fleet would result in an increase of 10 mpg average to 32 mpg. Two proposed systems are described, one involving direct engine power to the flywheel and the second regenerating the flywheel from braking energy through a continuously variable transmission. Fuel consumption characteristics are considered the ultimate determinant in the choice of configuration, while material properties and housing shape determine the flywheel speed range. Vehicle losses are characterized and it is expected that a flywheel at 12,000 rpm will experience less than one hp average parasitic power loss. Flywheel storage is suitable for smaller engines because larger engines dominate the power train mass. Areas considered important for further investigation include reliability of an engine run near maximum torque, noise and vibration associated with flywheel operation, start up delays, compatibility of driver controls, integration of normal with regenerative braking systems, and, most importantly, the continuously variable transmission.
Technological Improvements to Automobile Fuel Consumption : Volume 1. Executive Summary.

DOT National Transportation Integrated Search

1974-02-01

This report is a priliminary survey of the technological feasibility of reducing the fuel consumption of automobiles. The study uses as a reference information derived from literature, automobile industry contacts, and testing conducted as part of th...
Study of Technological Improvements in Automobile Fuel Consumption : Volume 2. Comprehensive Discussion.

DOT National Transportation Integrated Search

1974-12-01

A study was conducted to determine the potential reduction in automotive fuel consumption based on the use of innovative systems and improved components. Technological areas investigated were: spark ignited engines with and without turbocharging, ele...
Study of Technological Improvements in Automobile Fuel Consumption : Volume 1. Executive Summary.

DOT National Transportation Integrated Search

1974-02-01

A study was conducted to determine the potential reduction in automotive fuel consumption based on the use of innovative systems and improved components. Technological areas investigated were: spark ignited engines with and without turbocharging, ele...
Winter fuels report, week ending November 12, 1993

DOE Office of Scientific and Technical Information (OSTI.GOV)

Not Available

1993-11-18

The Winter Fuels Report is intended to provide concise, timely information to the industry, the press, policymakers, consumers, analysts, and State and local governments on the following topics: Distillate fuel oil net production, imports and stocks on a US level and for all Petroleum Administration for Defense Districts (PADD) and product supplied on a US level; propane net production, imports and stocks on a US level and for PADD`s I, II, and III; natural gas supply and disposition and underground storage for the US and consumption for all PADD`S; as well as selected National average prices; residential and wholesale pricingmore » data for heating oil and propane for those States participating in the joint Energy Information Administration (EIA)/State Heating Oil and Propane Program; crude oil and petroleum price comparisons for the US and selected cities; and a 6--10 Day, 30-Day, and 90-Day outlook for temperature and precipitation and US total heating degree-days by city.« less
Quantifying autonomous vehicles national fuel consumption impacts: A data-rich approach

DOE Office of Scientific and Technical Information (OSTI.GOV)

Chen, Yuche; Gonder, Jeffrey; Young, Stanley

Autonomous vehicles are drawing significant attention from governments, manufacturers and consumers. Experts predict them to be the primary means of transportation by the middle of this century. Recent literature shows that vehicle automation has the potential to alter traffic patterns, vehicle ownership, and land use, which may affect fuel consumption from the transportation sector. In this paper, we developed a data-rich analytical framework to quantify system-wide fuel impacts of automation in the United States by integrating (1) a dynamic vehicle sales, stock, and usage model, (2) an historical transportation network-level vehicle miles traveled (VMT)/vehicle activity database, and (3) estimates ofmore » automation's impacts on fuel efficiency and travel demand. The vehicle model considers dynamics in vehicle fleet turnover and fuel efficiency improvements of conventional and advanced vehicle fleet. The network activity database contains VMT, free-flow speeds, and historical speeds of road links that can help us accurately identify fuel-savings opportunities of automation. Based on the model setup and assumptions, we found that the impacts of automation on fuel consumption are quite wide-ranging - with the potential to reduce fuel consumption by 45% in our 'Optimistic' case or increase it by 30% in our 'Pessimistic' case. Second, implementing automation on urban roads could potentially result in larger fuel savings compared with highway automation because of the driving features of urban roads. Lastly, through scenario analysis, we showed that the proposed framework can be used for refined assessments as better data on vehicle-level fuel efficiency and travel demand impacts of automation become available.« less
Quantifying autonomous vehicles national fuel consumption impacts: A data-rich approach

DOE PAGES

Chen, Yuche; Gonder, Jeffrey; Young, Stanley; ...

2017-11-06

Autonomous vehicles are drawing significant attention from governments, manufacturers and consumers. Experts predict them to be the primary means of transportation by the middle of this century. Recent literature shows that vehicle automation has the potential to alter traffic patterns, vehicle ownership, and land use, which may affect fuel consumption from the transportation sector. In this paper, we developed a data-rich analytical framework to quantify system-wide fuel impacts of automation in the United States by integrating (1) a dynamic vehicle sales, stock, and usage model, (2) an historical transportation network-level vehicle miles traveled (VMT)/vehicle activity database, and (3) estimates ofmore » automation's impacts on fuel efficiency and travel demand. The vehicle model considers dynamics in vehicle fleet turnover and fuel efficiency improvements of conventional and advanced vehicle fleet. The network activity database contains VMT, free-flow speeds, and historical speeds of road links that can help us accurately identify fuel-savings opportunities of automation. Based on the model setup and assumptions, we found that the impacts of automation on fuel consumption are quite wide-ranging - with the potential to reduce fuel consumption by 45% in our 'Optimistic' case or increase it by 30% in our 'Pessimistic' case. Second, implementing automation on urban roads could potentially result in larger fuel savings compared with highway automation because of the driving features of urban roads. Lastly, through scenario analysis, we showed that the proposed framework can be used for refined assessments as better data on vehicle-level fuel efficiency and travel demand impacts of automation become available.« less
Life cycle greenhouse gas emissions, consumptive water use and levelized costs of unconventional oil in North America

NASA Astrophysics Data System (ADS)

Mangmeechai, Aweewan

Conventional petroleum production in many countries that supply U.S. crude oil as well as domestic production has declined in recent years. Along with instability in the world oil market, this has stimulated the discussion of developing unconventional oil production, e.g., oil sands and oil shale. Expanding the U.S. energy mix to include oil sands and oil shale may be an important component in diversifying and securing the U.S. energy supply. At the same time, life cycle GHG emissions of these energy sources and consumptive water use are a concern. In this study, consumptive water use includes not only fresh water use but entire consumptive use including brackish water and seawater. The goal of this study is to determine the life cycle greenhouse gas (GHG) emissions and consumptive water use of synthetic crude oil (SCO) derived from Canadian oil sands and U.S. oil shale to be compared with U.S. domestic crude oil, U.S. imported crude oil, and coal-to-liquid (CTL). Levelized costs of SCO derived from Canadian oil sands and U.S. oil shale were also estimated. The results of this study suggest that CTL with no carbon capture and sequestration (CCS) and current electricity grid mix is the worst while crude oil imported from United Kingdom is the best in GHG emissions. The life cycle GHG emissions of oil shale surface mining, oil shale in-situ process, oil sands surface mining, and oil sands in-situ process are 43% to 62%, 13% to 32%, 5% to 22%, and 11% to 13% higher than those of U.S. domestic crude oil. Oil shale in-situ process has the largest consumptive water use among alternative fuels, evaluated due to consumptive water use in electricity generation. Life cycle consumptive water use of oil sands in-situ process is the lowest. Specifically, fresh water consumption in the production processes is the most concern given its scarcity. However, disaggregated data on fresh water consumption in the total water consumption of each fuel production process is not available. Given current information, it is inconclusive whether unconventional oil would require more or less consumptive fresh water use than U.S. domestic crude oil production. It depends on the water conservative strategy applied in each process. Increasing import of SCO derived from Canadian oil sands and U.S. oil shale would slightly increase life cycle GHG emissions of the U.S. petroleum status quo. The expected additional 2 million bpd of Canadian SCO from oil sands and U.S. oil shale would increase life cycle GHG emissions of the U.S. petroleum status quo on average only 10 and 40 kg CO2 equiv/bbl, or about 7.5 and 29 million tons CO2 equiv/year. However this increase represents less than 1 and 5% of U.S. transportation emissions in 2007. Because U.S. oil shale resources are located in areas experiencing water scarcity, methods to manage the issue were explored. The result also shows that trading water rights between Upper and Lower Colorado River basin and transporting synthetic crude shale oil to refinery elsewhere is the best scenario for life cycle GHG emissions and consumptive water use of U.S. oil shale production. GHG emissions and costs of water supply system contribute only 1-2% of life cycle GHG emissions and 1-6% of total levelized costs. The levelized costs of using SCO from oil shale as feedstock are greater than SCO from oil sands, and CTL. The levelized costs of producing liquid fuel (gasoline and diesel) using SCO derived from Canadian oil sands as feedstock are approximately 0.80-1.00/gal of liquid fuel. The levelized costs of SCO derived from oil shale are 1.6-4.5/gal of liquid fuel (oil shale surface mining process) and 1.6-5.2/gal of liquid fuel (oil shale in-situ process). From an energy security perspective, increasing the use of Canadian oil sands, U.S. oil shale, and CTL may be preferable to increasing Middle East imports. However, oil shale and CTL has the advantage security wise over Canadian oil sands because oil shale and coal are abundant U.S. resources. From a GHG emissions and consumptive water use perspective, CTL requires less consumptive water use than oil shale in-situ process but produces more GHG emissions than oil shale in-situ and surface mining process, unless CTL plant performs CCS and renewable electricity.
Simulating the potential effects of plug-in hybrid electric vehicles on the energy budget and tax revenues for Onondaga County, New York

NASA Astrophysics Data System (ADS)

Balogh, Stephen B.

My objectives were to predict the energetic effects of a large increase in plug-in hybrid electric vehicles (PHEV) and their implications on fuel tax collections in Onondaga County. I examined two alternative taxation policies. To do so, I built a model of county energy consumption based on prorated state-level energy consumption data and census data. I used two scenarios to estimate energy consumption trends over the next 30 years and the effects of PHEV on energy use and fuel tax revenues. I found that PHEV can reduce county gasoline consumption, but they would curtail fuel tax revenues and increase residential electricity demand. A one-cent per VMT tax on PHEV users provides insufficient revenue to replace reduced fuel tax collection. A sales tax on electricity consumption generates sufficient replacement revenue at low PHEV market shares. However, at higher shares, the tax on electricity use would exceed the current county tax rate. Keywords: electricity, energy, gasoline, New York State, Onondaga County, plug-in hybrid electric vehicles, transportation model, tax policy
Sustainable Carbon Dioxide Sequestration as Soil Carbon to Achieve Carbon Neutral Status for DoD Lands

DTIC Science & Technology

2017-10-01

e.g., when burned) or sinks (when growing) for carbon, depending upon its state. Fossil fuels (coal, oil, and gas) are formed over long periods of...world (Solar Energy Industries Association (SEIA) 2013). Most of the DoD’s energy comes from fossil fuels. In 2011, it was estimated that the DoD...energy consumption and fossil fuel use. Lowering carbon emissions can be equated to lower fuel consumption, reducing costs, and making DoD entities less
AVTA Federal Fleet PEV Readiness Data Logging and Characterization Study for NASA Stennis Space Center

DOE Office of Scientific and Technical Information (OSTI.GOV)

Schey, Stephen; Francfort, Jim

Federal agencies are mandated to purchase alternative fuel vehicles, increase consumption of alternative fuels, and reduce petroleum consumption. Available plug-in electric vehicles (PEVs) provide an attractive option in the selection of alternative fuel vehicles. PEVs, which consist of both battery electric vehicles (BEVs) and plug-in hybrid electric vehicles (PHEVs), have significant advantages over internal combustion engine (ICE) vehicles in terms of energy efficiency, reduced petroleum consumption, and reduced production of greenhouse gas (GHG) emissions, and they provide performance benefits with quieter, smoother operation. This study intended to evaluate the extent to which NASA Stennis Space Center (Stennis) could convert partmore » or all of their fleet of vehicles from petroleum-fueled vehicles to PEVs.« less

DOE Office of Scientific and Technical Information (OSTI.GOV)

Barnes, C.; Ensminger, J.; O'Keefe, P.

This book presents papers on the use of wood fuels in Kenya. Topics considered include domestic energy consumption, historical aspects, the Kenyan economy, ecology, supply and demand, forests, aspects of energy consumption in a pastoral ecosystem, estimation of present and future demand for wood fuels, and energy source development.
Vehicle operating costs, fuel consumption, and pavement type condition factors

DOT National Transportation Integrated Search

1982-06-01

This report presents updated vehicle operating cost tables which may be used by a highway agency for estimation of vehicle operating costs as a function of operational and roadway variables. These results, partially based on fuel consumption tests on...
Evaluation of Techniques for Reducing In-Use Automotive Fuel Consumption

DOT National Transportation Integrated Search

1981-04-01

This report presents an assessment of proposed techniques for reducing fuel consumption in the in-use light duty road vehicle fleet. Three general classes of techniques are treated: (1) modification of vehicles, (2) modification of traffic flow, and ...
Skidder load capacity and fuel consumption HP-41C program

Treesearch

Ross A. Phillips

1983-01-01

This program gives the log weight that the skidder can move and gives fuel consumption either in liters or gallons per turn. Slope of the skid trail, skidder weight, and skid distance must be entered into the program.
System and method of vehicle operating condition management

DOEpatents

Sujan, Vivek A.; Vajapeyazula, Phani; Follen, Kenneth; Wu, An; Moffett, Barty L.

2015-10-20

A vehicle operating condition profile can be determined over a given route while also considering imposed constraints such as deviation from time targets, deviation from maximum governed speed limits, etc. Given current vehicle speed, engine state and transmission state, the present disclosure optimally manages the engine map and transmission to provide a recommended vehicle operating condition that optimizes fuel consumption in transitioning from one vehicle state to a target state. Exemplary embodiments provide for offline and online optimizations relative to fuel consumption. The benefit is increased freight efficiency in transporting cargo from source to destination by minimizing fuel consumption and maintaining drivability.
Well-to-Wheels Water Consumption: Tracking the Virtual Flow of Water into Transportation

NASA Astrophysics Data System (ADS)

Lampert, D. J.; Elgowainy, A.; Hao, C.

2015-12-01

Water and energy resources are fundamental to life on Earth and essential for the production of consumer goods and services in the economy. Energy and water resources are heavily interdependent—energy production consumes water, while water treatment and distribution consume energy. One example of this so-called energy-water nexus is the consumption of water associated with the production of transportation fuels. The Greenhouse Gases, Regulated Emissions, and Energy Use in Transportation (GREET) model is an analytical tool that can be used to compare the environmental impacts of different transportation fuels on a consistent basis. In this presentation, the expansion of GREET to perform life cycle water accounting or the "virtual flow" of water into transportation and other energy sectors and the associated implications will be discussed. The results indicate that increased usage of alternative fuels may increase freshwater resource consumption. The increased water consumption must be weighed against the benefits of decreased greenhouse gas and fossil energy consumption. Our analysis highlights the importance of regionality, co-product allocation, and consistent system boundaries when comparing the water intensity of alternative transportation fuel production pathways such as ethanol, biodiesel, compressed natural gas, hydrogen, and electricity with conventional petroleum-based fuels such as diesel and gasoline.
Cost/benefit tradeoffs for reducing the energy consumption of the commercial air transportation system. Volume 2: Market and economic analyses

NASA Technical Reports Server (NTRS)

Vanabkoude, J. C.

1976-01-01

The impact of the most promising fuel conserving options on fuel consumption, passenger demand, operating costs, and airline profits when implemented into the U.S. domestic and international airline fleets is assessed. The potential fuel savings achievable in the U.S. scheduled air transportation system over the forecast period, 1973-1990, are estimated.
Fuel Consumption and Emissions from Airport Taxi Operations

NASA Technical Reports Server (NTRS)

Jung, Yoon

2010-01-01

Developed a method to calculate fuel consumption and emissions of phases of taxi operations. Results at DFW showed that up to 18% of fuel can be saved by eliminating stop-and-go situations. Developed an energy efficient and environmentally friendly surface concept: Spot and Runway Departure Advisory (SARDA) tool. The SARDA tool has been identified as a potential candidate for a technology transfer to the FAA.
Analysis of the net energy use impacts of PURPA (Public Utility Regulatory Policy Act) electricity generation under alternative assumptions regarding the technology mix of PURPA generators and displaced utility generators: Final report

DOE Office of Scientific and Technical Information (OSTI.GOV)

Not Available

The goals of this study were to explore the magnitude of potential fuel savings (or increased fuel consumption) under different possible combinations of Qualifying Facilities generation and utility displacement, and to identify those combinations which might result in a net increase in fuel consumption. In exploring the impact of cogeneration net heat rate on net savings (or increase) in fuel consumption, the study also addressed the extent to which cogenerator efficiency affects the overall fuel use impact of Public Utility Regulatory Policies Act (PURPA) implementation. This research thus seeks to identify possible scenarios in which PURPA implementation may not resultmore » in the conversation of fossil fuels, and to define possible situations in which the FERC's efficiency standard may lead to energy-inefficient Qualifying Facility development. 9 refs., 6 figs., 6 tabs.« less
Spatial and temporal disaggregation of transport-related carbon dioxide emissions in Bogota - Colombia

NASA Astrophysics Data System (ADS)

Hernandez-Gonzalez, L. A.; Jimenez Pizarro, R.; Néstor Y. Rojas, N. Y.

2011-12-01

As a result of rapid urbanization during the last 60 years, 75% of the Colombian population now lives in cities. Urban areas are net sources of greenhouse gases (GHG) and contribute significantly to national GHG emission inventories. The development of scientifically-sound GHG mitigation strategies require accurate GHG source and sink estimations. Disaggregated inventories are effective mitigation decision-making tools. The disaggregation process renders detailed information on the distribution of emissions by transport mode, and the resulting a priori emissions map allows for optimal definition of sites for GHG flux monitoring, either by eddy covariance or inverse modeling techniques. Fossil fuel use in transportation is a major source of carbon dioxide (CO2) in Bogota. We present estimates of CO2 emissions from road traffic in Bogota using the Intergovernmental Panel on Climate Change (IPCC) reference method, and a spatial and temporal disaggregation method. Aggregated CO2 emissions from mobile sources were estimated from monthly and annual fossil fuel (gasoline, diesel and compressed natural gas - CNG) consumption statistics, and estimations of bio-ethanol and bio-diesel use. Although bio-fuel CO2 emissions are considered balanced over annual (or multi-annual) agricultural cycles, we included them since CO2 generated by their combustion would be measurable by a net flux monitoring system. For the disaggregation methodology, we used information on Bogota's road network classification, mean travel speed and trip length for each vehicle category and road type. The CO2 emission factors were taken from recent in-road measurements for gasoline- and CNG-powered vehicles and also estimated from COPERT IV. We estimated emission factors for diesel from surveys on average trip length and fuel consumption. Using IPCC's reference method, we estimate Bogota's total transport-related CO2 emissions for 2008 (reference year) at 4.8 Tg CO2. The disaggregation method estimation is 16% lower, mainly due to uncertainty in activity factors. With only 4% of Bogota's fleet, diesel use accounts for 42% of the CO2 emissions. The emissions are almost evenly shared between public (9% of the fleet) and private transport. Peak emissions occur at 8 a.m. and 6 p.m. with maximum values over a densely industrialized area at the northwest of Bogota. This investigation allowed estimating the relative contribution of fuel and vehicle categories to spatially- and temporally-resolved CO2 emissions. Fuel consumption time series indicate a near-stabilization trend on energy consumption for transportation, which is unexpected taking into account the sustained economic and vehicle fleet growth in Bogota. The comparison of the disaggregation methodology with the IPCC methodology contributes to the analysis of possible error sources on activity factor estimations. This information is very useful for uncertainty estimation and adjustment of primary air pollutant emissions inventories.
Impacts of energy consumption and emissions on the trip cost without late arrival at the equilibrium state

NASA Astrophysics Data System (ADS)

Tang, Tie-Qiao; Wang, Tao; Chen, Liang; Shang, Hua-Yan

2017-08-01

In this paper, we apply a car-following model, fuel consumption model, emission model and electricity consumption model to explore the influences of energy consumption and emissions on each commuter's trip costs without late arrival at the equilibrium state. The numerical results show that the energy consumption and emissions have significant impacts on each commuter's trip cost without late arrival at the equilibrium state. The fuel cost and emission cost prominently enhance each commuter's trip cost and the trip cost increases with the number of vehicles, which shows that considering the fuel cost and emission cost in the trip cost will destroy the equilibrium state. However, the electricity cost slightly enhances each commuter's trip cost, but the trip cost is still approximately a constant, which indicates that considering the electricity cost in the trip cost does not destroy the equilibrium state.
Fuel Consumption Reduction and Weight Estimate of an Intercooled-Recuperated Turboprop Engine

NASA Astrophysics Data System (ADS)

Andriani, Roberto; Ghezzi, Umberto; Ingenito, Antonella; Gamma, Fausto

2012-09-01

The introduction of intercooling and regeneration in a gas turbine engine can lead to performance improvement and fuel consumption reduction. Moreover, as first consequence of the saved fuel, also the pollutant emission can be greatly reduced. Turboprop seems to be the most suitable gas turbine engine to be equipped with intercooler and heat recuperator thanks to the relatively small mass flow rate and the small propulsion power fraction due to the exhaust nozzle. However, the extra weight and drag due to the heat exchangers must be carefully considered. An intercooled-recuperated turboprop engine is studied by means of a thermodynamic numeric code that, computing the thermal cycle, simulates the engine behavior at different operating conditions. The main aero engine performances, as specific power and specific fuel consumption, are then evaluated from the cycle analysis. The saved fuel, the pollution reduction, and the engine weight are then estimated for an example case.
Meta-analysis and Harmonization of Life Cycle Assessment Studies for Algae Biofuels.

PubMed

Tu, Qingshi; Eckelman, Matthew; Zimmerman, Julie

2017-09-05

Algae biodiesel (BioD) and renewable diesel (RD) have been recognized as potential solutions to mitigating fossil-fuel consumption and the associated environmental issues. Life cycle assessment (LCA) has been used by many researchers to evaluate the potential environmental impacts of these algae-derived fuels, yielding a wide range of results and, in some cases, even differing on indicating whether these fuels are preferred to petroleum-derived fuels or not. This meta-analysis reviews the methodological preferences and results for energy consumption, greenhouse gas emissions, and water consumption for 54 LCA studies that considered algae BioD and RD. The significant variation in reported results can be primarily attributed to the difference in scope, assumptions, and data sources. To minimize the variation in life cycle inventory calculations, a harmonized inventory data set including both nominal and uncertainty data is calculated for each stage of the algae-derived fuel life cycle.
Study of Technological Improvements in Automobile Fuel Consumption : Volume 3B. Appendixes 4 though 7.

DOT National Transportation Integrated Search

1974-12-01

A study was conducted to determine the potential reduction in automotive fuel consumption based on the use of innovative systems and improved components. Technological areas investigated were: spark ignited engines with and without turbocharging, ele...
Technological Improvements to Automobile Fuel Consumption : Volume 2A. Sections 1 through 25

DOT National Transportation Integrated Search

1974-12-01

This report is a preliminary survey of the technological feasibility of reducing the fuel consumption of automobiles. The study uses as a reference information derived from literature, automobile industry contacts, and testing conducted as part of th...
Enhancing Traffic Control Systems to Reduce Emissions and Fuel Consumption

DOT National Transportation Integrated Search

2016-06-01

This report contains four sub-reports on research tasks that were completed related to the enhancement of traffic control to reduce emissions and fuel consumption. The first task looks at the type of control to implement at an intersection, based on ...
Distributed Traffic Control for Reduced Fuel Consumption and Travel Time in Transportation Networks

DOT National Transportation Integrated Search

2018-04-01

Current technology in traffic control is limited to a centralized approach that has not paid appropriate attention to efficiency of fuel consumption and is subject to the scale of transportation networks. This project proposes a transformative approa...
Operational and vehicular strategies for reducing fuel consumption and GHG emissions from trucking.

DOT National Transportation Integrated Search

2011-08-01

Reducing fuel consumption and greenhouse gas emissions is becoming increasingly important in the : United States, and new legislation can be expected in the near future that will affect trucks either : directly or indirectly. This work is a qualitati...
Process for Generating Engine Fuel Consumption Map: Future Atkinson Engine with Cooled EGR and Cylinder Deactivation

EPA Pesticide Factsheets

This document summarizes the process followed to utilize GT-POWER modeled engine and laboratory engine dyno test data to generate a full engine fuel consumption map which can be used by EPA's ALPHA vehicle simulations.
Study of Technological Improvements in Automobile Fuel Consumption : Volume 3A. Appendixes 1 through 3

DOT National Transportation Integrated Search

1974-12-01

A study was conducted to determine the potential reduction in automotive fuel consumption based on the use of innovative systems and improved components. Technological areas investigated were: spark ignited engines with and without turbocharging, ele...

DOE Office of Scientific and Technical Information (OSTI.GOV)

Simpkins, Travis; Cutler, Dylan; Hirsch, Brian

There are thousands of isolated, diesel-powered microgrids that deliver energy to remote communities around the world at very high energy costs. The Remote Communities Renewable Energy program aims to help these communities reduce their fuel consumption and lower their energy costs through the use of high penetration renewable energy. As part of this program, the REopt modeling platform for energy system integration and optimization was used to analyze cost-optimal pathways toward achieving a combined 75% reduction in diesel fuel and fuel oil consumption in a select Alaskan village. In addition to the existing diesel generator and fuel oil heating technologies,more » the model was able to select from among wind, battery storage, and dispatchable electric heaters to meet the electrical and thermal loads. The model results indicate that while 75% fuel reduction appears to be technically feasible it may not be economically viable at this time. When the fuel reduction target was relaxed, the results indicate that by installing high-penetration renewable energy, the community could lower their energy costs by 21% while still reducing their fuel consumption by 54%.« less
Morphing Wings: A Study Using High-Fidelity Aerodynamic Shape Optimization

NASA Astrophysics Data System (ADS)

Curiale, Nathanael J.

With the aviation industry under pressure to reduce fuel consumption, morphing wings have the capacity to improve aircraft performance, thereby making a significant contribution to reversing climate change. Through high-fidelity aerodynamic shape optimization, various forms of morphing wings are assessed for a hypothetical regional-class aircraft. The framework used solves the Reynolds-averaged Navier-Stokes equations and utilizes a gradient-based optimization algorithm. Baseline geometries are developed through multipoint optimization, where the average drag coefficient is minimized over a range of flight conditions with additional dive constraints. Morphing optimizations are then performed, beginning with these baseline shapes. Five distinct types of morphing are investigated and compared. Overall, a theoretical fully adaptable wing produces roughly a 2% improvement in average performance, whereas trailing-edge morphing with a 27-point multipoint baseline results in just over a 1% improvement in average performance. Trailing-edge morphing proves to be more beneficial than leading-edge morphing, upper-surface morphing, and a conventional flap.
Correction of Dynamic Characteristics of SAR Cryogenic GTE on Consumption of Gasified Fuel

NASA Astrophysics Data System (ADS)

Bukin, V. A.; Gimadiev, A. G.; Gangisetty, G.

2018-01-01

When the gas turbine engines (GTE) NK-88 were developed for liquid hydrogen and NK-89 for liquefied natural gas, performance of the systems with a turbo-pump unitary was improved and its proved without direct regulation of the flow of a cryogenic fuel, which was supplied by a centrifugal pump of the turbo-pump unit (TPU) Command from the “kerosene” system. Such type of the automatic control system (SAR) has the property of partial “neutralization” of the delay caused by gasification of the fuel. This does not require any measurements in the cryogenic medium, and the failure of the centrifugal cryogenic pump does not lead to engine failure. On the other hand, the system without direct regulation of the flow of cryogenic fuel has complex internal dynamic connections, their properties are determined by the characteristics of the incoming units and assemblies, and it is difficult to maintain accurate the maximum boundary level and minimum fuel consumption due to the influence of a booster pressure change. Direct regulation of the consumption of cryogenic fuel (prior to its gasification) is the preferred solution, since for using traditional liquid and gaseous fuels this is the main and proven method. The scheme of correction of dynamic characteristics of a single-loop SAR GTE for the consumption of a liquefied cryogenic fuel with a flow rate correction in its gasified state, which ensures the dynamic properties of the system is not worse than for NK-88 and NK-89 engines.
Assessing global radiative forcing due to regional emissions of tropospheric ozone precursors: a step towards climate credit for ozone reductions

NASA Astrophysics Data System (ADS)

Mauzerall, D. L.; Naik, V.; Horowitz, L. W.; Schwarzkopf, D.; Ramaswamy, V.; Oppenheimer, M.

2005-05-01

Carbon dioxide emissions from fossil-fuel consumption are presented for the five Asian countries that are among the global leaders in anthropogenic carbon emissions: China (13% of global total), Japan (5% of global total), India (5% of global total), South Korea (2% of global total), and Indonesia (1% of global total). Together, these five countries represent over a quarter of the world's fossil-fuel based carbon emissions. Moreover, these countries are rapidly developing and energy demand has grown dramatically in the last two decades. A method is developed to estimate the spatial and seasonal flux of fossil-fuel consumption, thereby greatly improving the temporal and spatial resolution of anthropogenic carbon dioxide emissions. Currently, only national annual data for anthropogenic carbon emissions are available, and as such, no understanding of seasonal or sub-national patterns of emissions are possible. This methodology employs fuel distribution data from representative sectors of the fossil-fuel market to determine the temporal and spatial patterns of fuel consumption. These patterns of fuel consumption are then converted to patterns of carbon emissions. The annual total emissions estimates produced by this method are consistent to those maintained by the United Nations. Improved estimates of temporal and spatial resolution of the human based carbon emissions allows for better projections about future energy demands, carbon emissions, and ultimately the global carbon cycle.
Evaluation of logistic and economic impacts of hybrid vehicle propulsion/microgrid concepts: Demonstration of LOCSS applied to HE HMMWV in future unit of action

NASA Astrophysics Data System (ADS)

Farrell, Michael; Tiberi, Lisa; Burns, Joseph; Udvare, Thomas B.

2006-05-01

Computer models have been developed and used to predict the performance of vehicles equipped with advanced fuel and power train technologies such as hybrid electric or fuel cells. However, simulations that describe the interaction of the vehicle with the rest of the vehicle fleet and infrastructure are just emerging. This paper documents the results of an experiment to demonstrate the utility of these types of simulations. The experiment examined the business case of fielding hybrid electric, high-mobility multipurpose wheeled vehicles (HE HMMWVs) in a future Army organization. The hypothesis was that fielding HE vehicles would significantly reduce fuel consumption due to the economy offered by the HE technology and reducing the number of generators as a result of using the vehicles to generate electrical power. The Logistical and Combat Systems Simulation (LOCSS) was used to estimate differences in fuel consumption and associated equipment during a 72-hour operation with and without HE HMMWVs. There was a 25 percent reduction in fuel consumption over the systems examined. However, due to the relatively low density of the HE vehicles in the organization, the total difference in fuel consumption was not operationally significant; and the savings in fuel costs did not overcome the additional procurement costs over a twenty-year life cycle.
Modeling Heavy/Medium-Duty Fuel Consumption Based on Drive Cycle Properties

DOE Office of Scientific and Technical Information (OSTI.GOV)

Wang, Lijuan; Duran, Adam; Gonder, Jeffrey

This paper presents multiple methods for predicting heavy/medium-duty vehicle fuel consumption based on driving cycle information. A polynomial model, a black box artificial neural net model, a polynomial neural network model, and a multivariate adaptive regression splines (MARS) model were developed and verified using data collected from chassis testing performed on a parcel delivery diesel truck operating over the Heavy Heavy-Duty Diesel Truck (HHDDT), City Suburban Heavy Vehicle Cycle (CSHVC), New York Composite Cycle (NYCC), and hydraulic hybrid vehicle (HHV) drive cycles. Each model was trained using one of four drive cycles as a training cycle and the other threemore » as testing cycles. By comparing the training and testing results, a representative training cycle was chosen and used to further tune each method. HHDDT as the training cycle gave the best predictive results, because HHDDT contains a variety of drive characteristics, such as high speed, acceleration, idling, and deceleration. Among the four model approaches, MARS gave the best predictive performance, with an average absolute percent error of -1.84% over the four chassis dynamometer drive cycles. To further evaluate the accuracy of the predictive models, the approaches were first applied to real-world data. MARS outperformed the other three approaches, providing an average absolute percent error of -2.2% of four real-world road segments. The MARS model performance was then compared to HHDDT, CSHVC, NYCC, and HHV drive cycles with the performance from Future Automotive System Technology Simulator (FASTSim). The results indicated that the MARS method achieved a comparative predictive performance with FASTSim.« less
49 CFR 537.9 - Determination of fuel economy values and average fuel economy.

Code of Federal Regulations, 2014 CFR

2014-10-01

... 49 Transportation 6 2014-10-01 2014-10-01 false Determination of fuel economy values and average fuel economy. 537.9 Section 537.9 Transportation Other Regulations Relating to Transportation... ECONOMY REPORTS § 537.9 Determination of fuel economy values and average fuel economy. (a) Vehicle...
49 CFR 537.9 - Determination of fuel economy values and average fuel economy.

Code of Federal Regulations, 2012 CFR

2012-10-01

... 49 Transportation 6 2012-10-01 2012-10-01 false Determination of fuel economy values and average fuel economy. 537.9 Section 537.9 Transportation Other Regulations Relating to Transportation... ECONOMY REPORTS § 537.9 Determination of fuel economy values and average fuel economy. (a) Vehicle...
49 CFR 537.9 - Determination of fuel economy values and average fuel economy.

Code of Federal Regulations, 2013 CFR

2013-10-01

... 49 Transportation 6 2013-10-01 2013-10-01 false Determination of fuel economy values and average fuel economy. 537.9 Section 537.9 Transportation Other Regulations Relating to Transportation... ECONOMY REPORTS § 537.9 Determination of fuel economy values and average fuel economy. (a) Vehicle...
49 CFR 537.9 - Determination of fuel economy values and average fuel economy.

Code of Federal Regulations, 2011 CFR

2011-10-01

... 49 Transportation 6 2011-10-01 2011-10-01 false Determination of fuel economy values and average fuel economy. 537.9 Section 537.9 Transportation Other Regulations Relating to Transportation... ECONOMY REPORTS § 537.9 Determination of fuel economy values and average fuel economy. (a) Vehicle...
Real-world fuel efficiency and exhaust emissions of light-duty diesel vehicles and their correlation with road conditions.

PubMed

Hu, Jingnan; Wu, Ye; Wang, Zhishi; Li, Zhenhua; Zhou, Yu; Wang, Haitao; Bao, Xiaofeng; Hao, Jiming

2012-01-01

The real-world fuel efficiency and exhaust emission profiles of CO, HC and NOx for light-duty diesel vehicles were investigated. Using a portable emissions measurement system, 16 diesel taxies were tested on different roads in Macao and the data were normalized with the vehicle specific power bin method. The 11 Toyota Corolla diesel taxies have very good fuel economy of (5.9 +/- 0.6) L/100 km, while other five diesel taxies showed relatively high values at (8.5 +/- 1.7) L/100 km due to the variation in transmission systems and emission control strategies. Compared to similar Corolla gasoline models, the diesel cars confirmed an advantage of ca. 20% higher fuel efficiency. HC and CO emissions of all the 16 taxies are quite low, with the average at (0.05 +/- 0.02) g/km and (0.38 +/- 0.15) g/km, respectively. The average NOx emission factor of the 11 Corolla taxies is (0.56 +/- 0.17) g/km, about three times higher than their gasoline counterparts. Two of the three Hyundai Sonata taxies, configured with exhaust gas recirculation (EGR) + diesel oxidation catalyst (DOC) emission control strategies, indicated significantly higher NO2 emissions and NO2/NOx ratios than other diesel taxies and consequently trigger a concern of possibly adverse impacts on ozone pollution in urban areas with this technology combination. A clear and similar pattern for fuel consumption and for each of the three gaseous pollutant emissions with various road conditions was identified. To save energy and mitigate CO2 emissions as well as other gaseous pollutant emissions in urban area, traffic planning also needs improvement.
The impact of household cooking and heating with solid fuels on ambient PM2.5 in peri-urban Beijing

NASA Astrophysics Data System (ADS)

Liao, Jiawen; Zimmermann Jin, Anna; Chafe, Zoë A.; Pillarisetti, Ajay; Yu, Tao; Shan, Ming; Yang, Xudong; Li, Haixi; Liu, Guangqing; Smith, Kirk R.

2017-09-01

Household cooking and space heating with biomass and coal have adverse impacts on both indoor and outdoor air quality and are associated with a significant health burden. Though household heating with biomass and coal is common in northern China, the contribution of space heating to ambient air pollution is not well studied. We investigated the impact of space heating on ambient air pollution in a village 40 km southwest of central Beijing during the winter heating season, from January to March 2013. Ambient PM2.5 concentrations and meteorological conditions were measured continuously at rooftop sites in the village during two winter months in 2013. The use of coal- and biomass-burning cookstoves and space heating devices was measured over time with Stove Use Monitors (SUMs) in 33 households and was coupled with fuel consumption data from household surveys to estimate hourly household PM2.5 emissions from cooking and space heating over the same period. We developed a multivariate linear regression model to assess the relationship between household PM2.5 emissions and the hourly average ambient PM2.5 concentration, and a time series autoregressive integrated moving average (ARIMA) regression model to account for autocorrelation. During the heating season, the average hourly ambient PM2.5 concentration was 139 ± 107 μg/m3 (mean ± SD) with strong autocorrelation in hourly concentration. The average primary PM2.5 emission per hour from village household space heating was 0.736 ± 0.138 kg/hour. The linear multivariate regression model indicated that during the heating season - after adjusting for meteorological effects - 39% (95% CI: 26%, 54%) of hourly averaged ambient PM2.5 was associated with household space heating emissions from the previous hour. Our study suggests that a comprehensive pollution control strategy for northern China, including Beijing, should address uncontrolled emissions from household solid fuel combustion in surrounding areas, particularly during the winter heating season.
Life cycle analysis of vehicles powered by a fuel cell and by internal combustion engine for Canada

NASA Astrophysics Data System (ADS)

Zamel, Nada; Li, Xianguo

The transportation sector is responsible for a great percentage of the greenhouse gas emissions as well as the energy consumption in the world. Canada is the second major emitter of carbon dioxide in the world. The need for alternative fuels, other than petroleum, and the need to reduce energy consumption and greenhouse gases emissions are the main reasons behind this study. In this study, a full life cycle analysis of an internal combustion engine vehicle (ICEV) and a fuel cell vehicle (FCV) has been carried out. The impact of the material and fuel used in the vehicle on energy consumption and carbon dioxide emissions is analyzed for Canada. The data collected from the literature shows that the energy consumption for the production of 1 kg of aluminum is five times higher than that of 1 kg of steel, although higher aluminum content makes vehicles lightweight and more energy efficient during the vehicle use stage. Greenhouse gas regulated emissions and energy use in transportation (GREET) software has been used to analyze the fuel life cycle. The life cycle of the fuel consists of obtaining the raw material, extracting the fuel from the raw material, transporting, and storing the fuel as well as using the fuel in the vehicle. Four different methods of obtaining hydrogen were analyzed; using coal and nuclear power to produce electricity and extraction of hydrogen through electrolysis and via steam reforming of natural gas in a natural gas plant and in a hydrogen refueling station. It is found that the use of coal to obtain hydrogen generates the highest emissions and consumes the highest energy. Comparing the overall life cycle of an ICEV and a FCV, the total emissions of an FCV are 49% lower than an ICEV and the energy consumption of FCV is 87% lower than that of ICEV. Further, CO 2 emissions during the hydrogen fuel production in a central plant can be easily captured and sequestrated. The comparison carried out in this study between FCV and ICEV is extended to the use of recycled material. It is found that using 100% recycled material can reduce energy consumption by 45% and carbon dioxide emissions by 42%, mainly due to the reduced use of electricity during the manufacturing of the material.
Railroads and the Environment : Estimation of Fuel Consumption in Rail Transportation : Volume 2. Freight Service Measurements.

DOT National Transportation Integrated Search

1977-09-01

Fuel consumption measurements have been carried out in cooperation with several railroads for a variety of types of revenue freight service. Intermodal operations have been emphasized, but this report also includes studies relating to branchline and ...
ENVIRONMENTAL TECHNOLOGY VERIFICATION REPORT: NEW CONDENSATOR, INC.--THE CONDENSATOR DIESEL ENGINE RETROFIT CRANKCASE VENTILATION SYSTEM

EPA Science Inventory

EPA's Environmental Technology Verification Program has tested New Condensator Inc.'s Condensator Diesel Engine Retrofit Crankcase Ventilation System. Brake specific fuel consumption (BSFC), the ratio of engine fuel consumption to the engine power output, was evaluated for engine...
Mechanics based model for predicting structure-induced rolling resistance (SRR) of the tire-pavement system

NASA Astrophysics Data System (ADS)

Shakiba, Maryam; Ozer, Hasan; Ziyadi, Mojtaba; Al-Qadi, Imad L.

2016-11-01

The structure-induced rolling resistance of pavements, and its impact on vehicle fuel consumption, is investigated in this study. The structural response of pavement causes additional rolling resistance and fuel consumption of vehicles through deformation of pavement and various dissipation mechanisms associated with inelastic material properties and damping. Accurate and computationally efficient models are required to capture these mechanisms and obtain realistic estimates of changes in vehicle fuel consumption. Two mechanistic-based approaches are currently used to calculate vehicle fuel consumption as related to structural rolling resistance: dissipation-induced and deflection-induced methods. The deflection-induced approach is adopted in this study, and realistic representation of pavement-vehicle interactions (PVIs) is incorporated. In addition to considering viscoelastic behavior of asphalt concrete layers, the realistic representation of PVIs in this study includes non-uniform three-dimensional tire contact stresses and dynamic analysis in pavement simulations. The effects of analysis type, tire contact stresses, pavement viscoelastic properties, pavement damping coefficients, vehicle speed, and pavement temperature are then investigated.
AVTA Federal Fleet PEV Readiness Data Logging and Characterization Study for United States Coast Guard Headquarters

DOE Office of Scientific and Technical Information (OSTI.GOV)

Schey, Stephen; Francfort, Jim

2015-05-01

Federal agencies are mandated to purchase alternative fuel vehicles, increase consumption of alternative fuels, and reduce petroleum consumption. Available plug-in electric vehicles (PEVs) provide an attractive option in the selection of alternative fuel vehicles. PEVs, which consist of both battery electric vehicles (BEVs) and plug-in hybrid electric vehicles (PHEVs), have significant advantages over internal combustion engine (ICE) vehicles in terms of energy efficiency, reduced petroleum consumption, and reduced production of greenhouse gas (GHG) emissions, and they provide performance benefits with quieter, smoother operation. This study intended to evaluate the extent to which the United States Coast Guard Headquarters (USCG HQ)more » could convert part or all of their fleet of vehicles from petroleum-fueled vehicles to PEVs.« less
40 CFR 600.510-08 - Calculation of average fuel economy.

Code of Federal Regulations, 2012 CFR

2012-07-01

... 40 Protection of Environment 31 2012-07-01 2012-07-01 false Calculation of average fuel economy...) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Procedures for Determining Manufacturer's Average Fuel Economy and Manufacturer's Average Carbon-Related Exhaust Emissions...
40 CFR 600.510-08 - Calculation of average fuel economy.

Code of Federal Regulations, 2013 CFR

2013-07-01

... 40 Protection of Environment 31 2013-07-01 2013-07-01 false Calculation of average fuel economy...) ENERGY POLICY FUEL ECONOMY AND GREENHOUSE GAS EXHAUST EMISSIONS OF MOTOR VEHICLES Procedures for Determining Manufacturer's Average Fuel Economy and Manufacturer's Average Carbon-Related Exhaust Emissions...
A Multiobjective Optimization Framework for Online Stochastic Optimal Control in Hybrid Electric Vehicles

DOE PAGES

Malikopoulos, Andreas

2015-01-01

The increasing urgency to extract additional efficiency from hybrid propulsion systems has led to the development of advanced power management control algorithms. In this paper we address the problem of online optimization of the supervisory power management control in parallel hybrid electric vehicles (HEVs). We model HEV operation as a controlled Markov chain and we show that the control policy yielding the Pareto optimal solution minimizes online the long-run expected average cost per unit time criterion. The effectiveness of the proposed solution is validated through simulation and compared to the solution derived with dynamic programming using the average cost criterion.more » Both solutions achieved the same cumulative fuel consumption demonstrating that the online Pareto control policy is an optimal control policy.« less

The Water-Use Implications of a Changing Power Sector

NASA Astrophysics Data System (ADS)

Peer, R.; Sanders, K.

2016-12-01

Changing policies, declining natural gas prices due to shale production and, growing pressure for cleaner energy sources are causing significant shifts in the fuels and technologies utilized for US electricity generation. These shifts have already impacted the volumes of water required for cooling thermal power plants, imposing consequences for watersheds that have yet to be quantified. This research investigates how these regulatory, economic, and socially-driven changes in the power sector have impacted cooling water usage across the US, which currently represents nearly half of US water withdrawals. This study uses plant-specific fuel consumption, generation, and cooling water data to assess water usage trends in the power sector from 2008 to 2014 across HUC-8 hydrologic units. Over this period, transitions from steam-cycle coal and nuclear units towards combined-cycle natural gas units and renewables, as well as transitions from once-through cooling towards wet recirculating tower and dry cooling systems resulted in large shifts in water usage. Trends towards non-traditional cooling water sources such as recycled water reduced freshwater consumption in some watersheds. Although US cooling water withdrawals and consumption increased from 2008 to 2014 largely due to electricity demand growth, the average water withdrawn and consumed per unit of electricity generated decreased and remained similar in magnitude, respectively. Changes at the watershed scale were not uniform, with some experiencing significant water use reductions and environmental benefits, especially due to coal-fired power plant retirements. Results highlight the importance of evaluating both water withdrawals and consumption at local spatial scales, as these shifts have varying consequences on water availability and quality for downstream users and ecosystems. This analysis underscores the importance of prioritizing local water security in global climate change adaptation and mitigation efforts.
Technological Improvements to Automobile Fuel Consumption : Volume 2B. Sections 24 and 25, and Appendixes A through 1

DOT National Transportation Integrated Search

1974-12-01

This report is a preliminary survey of the technological feasibility of reducing the fuel consumption of automobiles. The study uses as a reference information derived from literature, automobile industry contacts, and testing conducted as part of th...
Fuel Consumption, Emissions, and Power Characteristics of the 1975 Ford 140-CID Automotive Engine -- Experimental Data

DOT National Transportation Integrated Search

1976-11-01

Experimental data were obtained in dynamometer tests of the 1975 Ford 140 cubic-inch displacement, 2-bbl engine to determine steady-state fuel consumption and emissions of hydrocarbon, carbon monoxide, and oxides of nitrogen. These data were obtained...
Fuel Consumption, Emissions, and Power Characteristics of the 1975 Datsun 119-CID Automotive Engine -- Experimental Data

DOT National Transportation Integrated Search

1976-11-01

Experimental data were obtained in dynamometer tests of the 1975 Datsun, 119 cubic-inch displacement, 2-bbl engine to determine steady-state fuel consumption and emissions of hydrocarbon, carbon monoxide, and oxides of nitrogen. These data were obtai...
Development of a fuel cell plug-in hybrid electric vehicle and vehicle simulator for energy management assessment

NASA Astrophysics Data System (ADS)

Meintz, Andrew Lee

This dissertation offers a description of the development of a fuel cell plug-in hybrid electric vehicle focusing on the propulsion architecture selection, propulsion system control, and high-level energy management. Two energy management techniques have been developed and implemented for real-time control of the vehicle. The first method is a heuristic method that relies on a short-term moving average of the vehicle power requirements. The second method utilizes an affine function of the short-term and long-term moving average vehicle power requirements. The development process of these methods has required the creation of a vehicle simulator capable of estimating the effect of changes to the energy management control techniques on the overall vehicle energy efficiency. Furthermore, the simulator has allowed for the refinement of the energy management methods and for the stability of the method to be analyzed prior to on-road testing. This simulator has been verified through on-road testing of a constructed prototype vehicle under both highway and city driving schedules for each energy management method. The results of the finalized vehicle control strategies are compared with the simulator predictions and an assessment of the effectiveness of both strategies is discussed. The methods have been evaluated for energy consumption in the form of both hydrogen fuel and stored electricity from grid charging.
A memory structure adapted simulated annealing algorithm for a green vehicle routing problem.

PubMed

Küçükoğlu, İlker; Ene, Seval; Aksoy, Aslı; Öztürk, Nursel

2015-03-01

Currently, reduction of carbon dioxide (CO2) emissions and fuel consumption has become a critical environmental problem and has attracted the attention of both academia and the industrial sector. Government regulations and customer demands are making environmental responsibility an increasingly important factor in overall supply chain operations. Within these operations, transportation has the most hazardous effects on the environment, i.e., CO2 emissions, fuel consumption, noise and toxic effects on the ecosystem. This study aims to construct vehicle routes with time windows that minimize the total fuel consumption and CO2 emissions. The green vehicle routing problem with time windows (G-VRPTW) is formulated using a mixed integer linear programming model. A memory structure adapted simulated annealing (MSA-SA) meta-heuristic algorithm is constructed due to the high complexity of the proposed problem and long solution times for practical applications. The proposed models are integrated with a fuel consumption and CO2 emissions calculation algorithm that considers the vehicle technical specifications, vehicle load, and transportation distance in a green supply chain environment. The proposed models are validated using well-known instances with different numbers of customers. The computational results indicate that the MSA-SA heuristic is capable of obtaining good G-VRPTW solutions within a reasonable amount of time by providing reductions in fuel consumption and CO2 emissions.
Oil and the Future of Marine Corps Aviation

DTIC Science & Technology

2007-01-01

World Oil Consumption by Sector 2003-2030 21 2 World Oil Consumption by Region and Country Group 2003-2030 21 3 Hubbert’s Original 1956...is increasing. This theory will be examined in more detail below. Unconventional fuels created from coal , tar sands, and oil shale are a potential...produce liquid hydrocarbon fuel from coal . The so called Fischer-Tropsch (FT) process supplied a substantial amount of Germany’s fuels during World War II
Energy and economic analysis of total energy systems for residential and commercial buildings. [utilizing waste heat recovery techniques

NASA Technical Reports Server (NTRS)

Maag, W. L.; Bollenbacher, G.

1974-01-01

Energy and economic analyses were performed for an on-site power-plant with waste heat recovery. The results show that for any specific application there is a characteristic power conversion efficiency that minimizes fuel consumption, and that efficiencies greater than this do not significantly improve fuel consumption. This type of powerplant appears to be a reasonably attractive investment if higher fuel costs continue.
75 FR 58077 - Revisions and Additions to Motor Vehicle Fuel Economy Label

Federal Register 2010, 2011, 2012, 2013, 2014

2010-09-23

...The Environmental Protection Agency (EPA) and the National Highway Traffic Safety Administration (NHTSA) are conducting a joint rulemaking to redesign and add information to the current fuel economy label that is posted on the window sticker of all new cars and light- duty trucks sold in the U.S. The redesigned label will provide new information to American consumers about the fuel economy and consumption, fuel costs, and environmental impacts associated with purchasing new vehicles beginning with model year 2012 cars and trucks. This action will also develop new labels for certain advanced technology vehicles, which are poised to enter the U.S. market, in particular plug-in hybrid electric vehicles and electric vehicles. NHTSA and EPA are proposing these changes because the Energy Independence and Security Act (EISA) of 2007 imposes several new labeling requirements, because the agencies believe that the current labels can be improved to help consumers make more informed vehicle purchase decisions, and because the time is right to develop new labels for advanced technology vehicles that are being commercialized. This proposal is also consistent with the recent joint rulemaking by EPA and NHTSA that established harmonized federal greenhouse gas (GHG) emissions and corporate average fuel economy (CAFE) standards for new cars, sport utility vehicles, minivans, and pickup trucks for model years 2012-2016.
49 CFR 531.5 - Fuel economy standards.

Code of Federal Regulations, 2014 CFR

2014-10-01

... ADMINISTRATION, DEPARTMENT OF TRANSPORTATION PASSENGER AUTOMOBILE AVERAGE FUEL ECONOMY STANDARDS § 531.5 Fuel... automobiles shall comply with the fleet average fuel economy standards in Table I, expressed in miles per... passenger automobile fleet shall comply with the fleet average fuel economy level calculated for that model...
49 CFR 531.5 - Fuel economy standards.

Code of Federal Regulations, 2013 CFR

2013-10-01

... ADMINISTRATION, DEPARTMENT OF TRANSPORTATION PASSENGER AUTOMOBILE AVERAGE FUEL ECONOMY STANDARDS § 531.5 Fuel... automobiles shall comply with the fleet average fuel economy standards in Table I, expressed in miles per... passenger automobile fleet shall comply with the fleet average fuel economy level calculated for that model...
Mercury emissions from biomass burning in China.

PubMed

Huang, Xin; Li, Mengmeng; Friedli, Hans R; Song, Yu; Chang, Di; Zhu, Lei

2011-11-01

Biomass burning covers open fires (forest and grassland fires, crop residue burning in fields, etc.) and biofuel combustion (crop residues and wood, etc., used as fuel). As a large agricultural country, China may produce large quantities of mercury emissions from biomass burning. A new mercury emission inventory in China is needed because previous studies reflected outdated biomass burning with coarse resolution. Moreover, these studies often adopted the emission factors (mass of emitted species per mass of biomass burned) measured in North America. In this study, the mercury emissions from biomass burning in China (excluding small islands in the South China Sea) were estimated, using recently measured mercury concentrations in various biomes in China as emission factors. Emissions from crop residues and fuelwood were estimated based on annual reports distributed by provincial government. Emissions from forest and grassland fires were calculated by combining moderate resolution imaging spectroradiometer (MODIS) burned area product with combustion efficiency (ratio of fuel consumption to total available fuels) considering fuel moisture. The average annual emission from biomass burning was 27 (range from 15.1 to 39.9) Mg/year. This inventory has high spatial resolution (1 km) and covers a long period (2000-2007), making it useful for air quality modeling.
Fuel Consumption of Tractor-Trailer Trucks as Affected by Speed Limit and Payload Weight

DOT National Transportation Integrated Search

1975-11-01

The effect of speed limit and payload weight on fuel consumption was determined in tests of tractor-trailer rigs. Two virtually identical vehicles were used, one loaded with a 28,000 lb payload and the other carrying 42,000 lbs; each was driven over ...
Effect of Variation of Speed Limits on Intercity Bus Fuel Consumption, Coach and Driver Utilization, and Corporate Profitability

DOT National Transportation Integrated Search

1975-11-01

The effect of speed limit and passenger load on fuel consumption was determined using actual intercity buses with simulated passenger loads over different types of terrain. In addition to road tests, laboratory type measurements were made on four int...
Fuel Consumption, Emissions and Power Characteristics of the 1975 Chevrolet 350-CID 2V Automotive Engine - Experimental Data

DOT National Transportation Integrated Search

1976-09-01

Experimental data were obtained in dynamometer tests of the 1975 Chevrolet, 350 cubic-inch displacement, 2-bbl engine, to determine the steady-state fuel consumption and emissions of hydrocarbons, carbon monoxide and oxides of nitrogen. These data we...
Trends in the size distribution, highway use, and consumption of gasoline and diesel fuels of the U.S. Commercial Truck Fleet, 1977-2002.

DOE Office of Scientific and Technical Information (OSTI.GOV)

Bertram, K. M.; Santini, D. J.; Anderson, J. L.

2008-01-01

This paper focuses on various major long-range (1977-2002, 1982-2002) U.S. commercial trucking trends by using U.S. Department of Commerce, Bureau of the Census Vehicle/Truck Inventory and Use Survey (VIUS/TIUS) data from this period, as well as selected 1977-2002 data from the U.S. Department of Energy's (DOE's) Energy Information Administration (EIA) and the U.S. Department of Transportation, Federal Highway Administration's (FHWA's) Highway Statistics. Analyses are made of (1) overall passenger vehicle versus truck consumption patterns of gasoline and diesel fuel and (2) the population growth and fuels used by all commercial truck classes and selected truck types (single unit and combination).more » Selected vehicle miles traveled, gallons per vehicle miles traveled, and gallons per cargo ton-miles traveled trends, as well as the effect of cargo tons per truck on fuel consumption, are also assessed. In addition, long-range trends of related factors (such as long-haul mileages driven by heavy trucks) and their impacts on both reducing fuel consumption per cargo-ton-mile and the relative shares of total commercial fuel use among truck classes were examined. Results of these trends on U.S. petroleum consumption are identified. The effects of basic engineering design and performance, national Interstate highway construction legislation, national demographic trends (such as suburbanization), and changes in U.S. corporate operational requirements are discussed. Their impacts on both the long-distance hauling and shorter-distance urban and suburban delivery markets of the commercial trucking industry are highlighted.« less
Increased Automobile Fuel Efficiency and Synthetic Fuels: Alternatives for Reducing Oil Imports

DOT National Transportation Integrated Search

1982-09-01

This report assesses and compares increased automobile fuel efficiency and synthetic fuels production with respect to their potential to reduce conventional oil consumption, and their costs and impacts. Conservation and fuel switching as a means of r...
Evaluating the Impact of Road Grade on Simulated Commercial Vehicle Fuel Economy Using Real-World Drive Cycles

DOE Office of Scientific and Technical Information (OSTI.GOV)

Lopp, Sean; Wood, Eric; Duran, Adam

Commercial vehicle fuel economy is known to vary significantly with both positive and negative road grade. Medium- and heavy-duty vehicles operating at highway speeds require incrementally larger amounts of energy to pull heavy payloads up inclines as road grade increases. Non-hybrid vehicles are then unable to recapture energy on descent and lose energy through friction braking. While the on-road effects of road grade are well understood, the majority of standard commercial vehicle drive cycles feature no climb or descent requirements. Additionally, existing literature offers a limited number of sources that attempt to estimate the on-road energy implications of road grademore » in the medium- and heavy-duty space. This study uses real-world commercial vehicle drive cycles from the National Renewable Energy Laboratory's Fleet DNA database to simulate the effects of road grade on fuel economy across a range of vocations, operating conditions, and locations. Drive-cycles are matched with vocation-specific vehicle models and simulated with and without grade. Fuel use due to grade is presented, and variation in fuel consumption due to drive cycle and vehicle characteristics is explored through graphical and statistical comparison. The results of this study suggest that road grade accounts for 1%-9% of fuel use in commercial vehicles on average and up to 40% on select routes.« less
Effect of antioxidants on the performance and emission characteristics of a diesel engine fuelled by waste cooking sunflower methyl ester

NASA Astrophysics Data System (ADS)

Reddy, V. Puneeth Kumar; Senthil Kumar, D.; Thirumalini, S.

2018-02-01

Biodiesel is a renewable, biodegradable fuel produced from vegetable oils and animal fats. Nonetheless, its extensive utilization is impeded by the auto-oxidation resulting in degradation of the fuel. Adding antioxidants to the biodiesel is a potential solution, but it might have an effect on the clean-burning characteristics of the fuel. This paper investigates the effect of antioxidants on the performance and emission characteristics of a diesel engine fuelled by the waste cooking sunflower methyl ester. The fuel samples tested include B10, B20, B30 and B40, among which B20 produced the best possible results. Antioxidants 2, 6-ditert-butyl-4-methylphenol (BHA) and 2(3)-tert-butyl-4-methoxy phenol (BHT) of two concentrations 1000 ppm, 2000 ppm were added to B20 to evaluate the effectiveness. B20BHA1000 had the best effect with an average decrease of 5.035%, 2.02% in brake specific fuel consumption (BSFC) and exhaust gas temperature (EGT) compared to B20. Regarding the emission characteristics it was observed that B20BHA1000 had produced an increase of 7.21%, 27.79% in NOx and smoke emissions and a decrease of 33.33% in HC emissions when compared to B20. On the whole, without any requirement of alteration in the diesel engines, B20 blends with antioxidant can be utilized as fuel.
Optimisation of MSW collection routes for minimum fuel consumption using 3D GIS modelling.

PubMed

Tavares, G; Zsigraiova, Z; Semiao, V; Carvalho, M G

2009-03-01

Collection of municipal solid waste (MSW) may account for more than 70% of the total waste management budget, most of which is for fuel costs. It is therefore crucial to optimise the routing network used for waste collection and transportation. This paper proposes the use of geographical information systems (GIS) 3D route modelling software for waste collection and transportation, which adds one more degree of freedom to the system and allows driving routes to be optimised for minimum fuel consumption. The model takes into account the effects of road inclination and vehicle weight. It is applied to two different cases: routing waste collection vehicles in the city of Praia, the capital of Cape Verde, and routing the transport of waste from different municipalities of Santiago Island to an incineration plant. For the Praia city region, the 3D model that minimised fuel consumption yielded cost savings of 8% as compared with an approach that simply calculated the shortest 3D route. Remarkably, this was true despite the fact that the GIS-recommended fuel reduction route was actually 1.8% longer than the shortest possible travel distance. For the Santiago Island case, the difference was even more significant: a 12% fuel reduction for a similar total travel distance. These figures indicate the importance of considering both the relief of the terrain and fuel consumption in selecting a suitable cost function to optimise vehicle routing.

Methodological challenges in evaluating health care financing equity in data-poor contexts: lessons from Ghana, South Africa and Tanzania.

PubMed

Borghi, Josephine; Ataguba, John; Mtei, Gemini; Akazili, James; Meheus, Filip; Rehnberg, Clas; Di, McIntyre

2009-01-01

Measurement of the incidence of health financing contributions across socio-economic groups has proven valuable in informing health care financing reforms. However, there is little evidence as to how to carry out financing incidence analysis (FIA) in lower income settings. We outline some of the challenges faced when carrying out a FIA in Ghana, Tanzania and South Africa and illustrate how innovative techniques were used to overcome data weaknesses in these settings. FIA was carried out for tax, insurance and out-of-pocket (OOP) payments. The primary data sources were Living Standards Measurement Surveys (LSMS) and household surveys conducted in each of the countries; tax authorities and insurance funds also provided information. Consumption expenditure and a composite index of socioeconomic status (SES) were used to assess financing equity. Where possible conventional methods of FIA were applied. Numerous challenges were documented and solution strategies devised. LSMS are likely to underestimate financial contributions to health care by individuals. For tax incidence analysis, reported income tax payments from secondary sources were severely under-reported. Income tax payers and shareholders could not be reliably identified. The use of income or consumption expenditure to estimate income tax contributions was found to be a more reliable method of estimating income tax incidence. Assumptions regarding corporate tax incidence had a huge effect on the progressivity of corporate tax and on overall tax progressivity. LSMS consumption categories did not always coincide with tax categories for goods subject to excise tax (e.g., wine and spirits were combined, despite differing tax rates). Tobacco companies, alcohol distributors and advertising agencies were used to provide more detailed information on consumption patterns for goods subject to excise tax by income category. There was little guidance on how to allocate fuel levies associated with 'public transport' use. Hence, calculations of fuel tax on public transport were based on individual expenditure on public transport, the average cost per kilometre and average rates of fuel consumption for each form of transport. For insurance contributions, employees will not report on employer contributions unless specifically requested to and are frequently unsure of their contributions. Therefore, we collected information on total health insurance contributions from individual schemes and regulatory authorities. OOP payments are likely to be under-reported due to long recall periods; linking OOP expenditure and illness incidence questions--omitting preventive care; and focusing on the last service used when people may have used multiple services during an illness episode. To derive more robust estimates of financing incidence, we collected additional primary data on OOP expenditures together with insurance enrolment rates and associated payments. To link primary data to the LSMS, a composite index of SES was used in Ghana and Tanzania and non-durable expenditure was used in South Africa. We show how data constraints can be overcome for FIA in lower income countries and provide recommendations for future studies.
Carpool incentives: analysis of transportation and energy impacts

DOE Office of Scientific and Technical Information (OSTI.GOV)

Not Available

1976-06-01

The report quantitatively analyzes the impacts of carpooling strategies on travel behavior and energy consumption. It details the effects of 18 candidate strategies on the utilization of different transport modes for work trips and the resultant effects on non-work travel patterns, household auto ownership, and total fuel consumption. Five specific objectives governed the work performed: (1) To collect information on carpooling behavior and analyze existing experience with strategies that may encourage ride-sharing; (2) to predict, by using behavioral travel-demand models, the changes in travel patterns that might result from implementation of such strategies; (3) to translate increased carpooling (or othermore » changes in travel patterns) into decreased fuel consumption; (4) to evaluate the feasibility of implementing particular strategies; (5) to recommend strategies for increasing carpooling and reducing fuel consumption that will be both feasible and effective.« less
Data Mining Methods Applied to Flight Operations Quality Assurance Data: A Comparison to Standard Statistical Methods

NASA Technical Reports Server (NTRS)

Stolzer, Alan J.; Halford, Carl

2007-01-01

In a previous study, multiple regression techniques were applied to Flight Operations Quality Assurance-derived data to develop parsimonious model(s) for fuel consumption on the Boeing 757 airplane. The present study examined several data mining algorithms, including neural networks, on the fuel consumption problem and compared them to the multiple regression results obtained earlier. Using regression methods, parsimonious models were obtained that explained approximately 85% of the variation in fuel flow. In general data mining methods were more effective in predicting fuel consumption. Classification and Regression Tree methods reported correlation coefficients of .91 to .92, and General Linear Models and Multilayer Perceptron neural networks reported correlation coefficients of about .99. These data mining models show great promise for use in further examining large FOQA databases for operational and safety improvements.
49 CFR 525.11 - Termination of exemption; amendment of alternative average fuel economy standard.

Code of Federal Regulations, 2013 CFR

2013-10-01

... average fuel economy standard. 525.11 Section 525.11 Transportation Other Regulations Relating to... EXEMPTIONS FROM AVERAGE FUEL ECONOMY STANDARDS § 525.11 Termination of exemption; amendment of alternative average fuel economy standard. (a) Any exemption granted under this part for an affected model year does...
49 CFR 525.11 - Termination of exemption; amendment of alternative average fuel economy standard.

Code of Federal Regulations, 2011 CFR

2011-10-01

... average fuel economy standard. 525.11 Section 525.11 Transportation Other Regulations Relating to... EXEMPTIONS FROM AVERAGE FUEL ECONOMY STANDARDS § 525.11 Termination of exemption; amendment of alternative average fuel economy standard. (a) Any exemption granted under this part for an affected model year does...
49 CFR 525.11 - Termination of exemption; amendment of alternative average fuel economy standard.

Code of Federal Regulations, 2014 CFR

2014-10-01

... average fuel economy standard. 525.11 Section 525.11 Transportation Other Regulations Relating to... EXEMPTIONS FROM AVERAGE FUEL ECONOMY STANDARDS § 525.11 Termination of exemption; amendment of alternative average fuel economy standard. (a) Any exemption granted under this part for an affected model year does...
49 CFR 525.11 - Termination of exemption; amendment of alternative average fuel economy standard.

Code of Federal Regulations, 2012 CFR

2012-10-01

... average fuel economy standard. 525.11 Section 525.11 Transportation Other Regulations Relating to... EXEMPTIONS FROM AVERAGE FUEL ECONOMY STANDARDS § 525.11 Termination of exemption; amendment of alternative average fuel economy standard. (a) Any exemption granted under this part for an affected model year does...
Automotive Fleet Fuel Consumption Model : Fuel For

DOT National Transportation Integrated Search

1978-01-01

The computer model described in this report is a tool for determining the fuel conservation benefits arising from various hypothetical schedules of new car fuel economy standards. (Portions of this document are not fully legible)
Plasma promoted manufacturing of hydrogen and vehicular applications

NASA Astrophysics Data System (ADS)

Bromberg, Leslie

2003-10-01

Plasmas can be used for promoting reformation of fuels. Plasma-based reformers developed at MIT use a low temperature, low power, low current electrical discharge to promote partial oxidation conversion of hydrocarbon fuels into hydrogen and CO. The very fuel rich mixture is hard to ignite, and the plasmatron provides a volume-ignition. To minimize erosion and to simplify the power supply, a low current high voltage discharge is used, with wide area electrodes. The plasmatron fuel reformer operates at or slightly above atmospheric pressure. The plasma-based reformer technology provides the advantages of rapid startup and transient response; efficient conversion of the fuel to hydrogen rich gas; compact size; relaxation or elimination of reformer catalyst requirements; and capability to process difficult to reform fuels. These advantages enable use of hydrogen-manufacturing reformation technology in cars using available fuels, such as gasoline and diesel. This plasma-based reformer technology can provide substantial throughputs even without the use of a catalyst. The electrical power consumption of the device is minimized by design and operational characteristics (less than 500 W peak and 200 W average). The product from these plasma reactors is a hydrogen rich mixture that can be used for combustion enhancement and emissions aftertreatment in vehicular applications. By converting a small fraction of the fuel to hydrogen rich gas, in-cylinder combustion can be improved. With minor modification of the engine, use of hydrogen rich gas results in increased fuel efficiency and decreased emissions of smog producing gases. The status of plasma based reformer technology and its application to vehicles will be described.
A study of subsonic transport aircraft configurations using hydrogen (H2) and methane (CH4) as fuel

NASA Technical Reports Server (NTRS)

Snow, D. B.; Avery, B. D.; Bodin, L. A.; Baldasare, P.; Washburn, G. F.

1974-01-01

The acceptability of alternate fuels for future commercial transport aircraft are discussed. Using both liquid hydrogen and methane, several aircraft configurations are developed and energy consumption, aircraft weights, range and payload are determined and compared to a conventional Boeing 747-100 aircraft. The results show that liquid hydrogen can be used to reduce aircraft energy consumption and that methane offers no advantage over JP or hydrogen fuel.
Minimum data requirement for neural networks based on power spectral density analysis.

PubMed

Deng, Jiamei; Maass, Bastian; Stobart, Richard

2012-04-01

One of the most critical challenges ahead for diesel engines is to identify new techniques for fuel economy improvement without compromising emissions regulations. One technique is the precise control of air/fuel ratio, which requires the measurement of instantaneous fuel consumption. Measurement accuracy and repeatability for fuel rate is the key to successfully controlling the air/fuel ratio and real-time measurement of fuel consumption. The volumetric and gravimetric measurement principles are well-known methods for measurement of fuel consumption in internal combustion engines. However, the fuel flow rate measured by these methods is not suitable for either real-time control or real-time measurement purposes because of the intermittent nature of the measurements. This paper describes a technique that can be used to find the minimum data [consisting of data from just 2.5% of the non-road transient cycle (NRTC)] to solve the problem concerning discontinuous data of fuel flow rate measured using an AVL 733S fuel meter for a medium or heavy-duty diesel engine using neural networks. Only torque and speed are used as the input parameters for the fuel flow rate prediction. Power density analysis is used to find the minimum amount of the data. The results show that the nonlinear autoregressive model with exogenous inputs could predict the particulate matter successfully with R(2) above 0.96 using 2.5% NRTC data with only torque and speed as inputs.
41 CFR 102-34.60 - How do we calculate the average fuel economy for Government motor vehicles?

Code of Federal Regulations, 2014 CFR

2014-01-01

... average fuel economy for Government motor vehicles? 102-34.60 Section 102-34.60 Public Contracts and... How do we calculate the average fuel economy for Government motor vehicles? You must calculate the average fuel economy for Government motor vehicles as follows: (a) Because there are so many motor vehicle...
41 CFR 102-34.60 - How do we calculate the average fuel economy for Government motor vehicles?

Code of Federal Regulations, 2013 CFR

2013-07-01

... average fuel economy for Government motor vehicles? 102-34.60 Section 102-34.60 Public Contracts and... How do we calculate the average fuel economy for Government motor vehicles? You must calculate the average fuel economy for Government motor vehicles as follows: (a) Because there are so many motor vehicle...
41 CFR 102-34.60 - How do we calculate the average fuel economy for Government motor vehicles?

Code of Federal Regulations, 2012 CFR

2012-01-01

... average fuel economy for Government motor vehicles? 102-34.60 Section 102-34.60 Public Contracts and... How do we calculate the average fuel economy for Government motor vehicles? You must calculate the average fuel economy for Government motor vehicles as follows: (a) Because there are so many motor vehicle...
41 CFR 102-34.60 - How do we calculate the average fuel economy for Government motor vehicles?

Code of Federal Regulations, 2011 CFR

2011-01-01

... average fuel economy for Government motor vehicles? 102-34.60 Section 102-34.60 Public Contracts and... How do we calculate the average fuel economy for Government motor vehicles? You must calculate the average fuel economy for Government motor vehicles as follows: (a) Because there are so many motor vehicle...
Forest biomass flow for fuel wood, fodder and timber security among tribal communities of Jharkhand.

PubMed

Islam, M A; Quli, S M S; Rai, R; Ali, Angrej; Gangoo, S A

2015-01-01

The study investigated extraction and consumption pattern of fuel wood, fodder and timber and forest biomass flow for fuel wood, fodder and timber security among tribal communities in Bundu block of Ranchi district in Jharkhand (India). The study is based on personal interviews of the selected respondents through structured interview schedule, personal observations and participatory rural appraisal tools i.e. key informant interviews and focus group discussions carried out in the sample villages, using multi-stage random sampling technique. The study revealed that the total extraction of fuel wood from different sources in villages was 2978.40 tons annum(-1), at the rate of 0.68 tons per capita annum(-1), which was mostly consumed in cooking followed by cottage industries, heating, community functions and others. The average fodder requirement per household was around 47.77 kg day(-1) with a total requirement of 14227.34 tons annum(-1). The average timber requirement per household was computed to be 0.346 m3 annum(-1) accounting for a total timber demand of 282.49 m3 annum(-1), which is mostly utilized in housing, followed by agricultural implements, rural furniture, carts and carriages, fencing, cattle shed/ store house and others. Forest biomass is the major source of fuel wood, fodder and timber for the primitive societies of the area contributing 1533.28 tons annum(-1) (51.48%) of the total fuel wood requirement, 6971.55 tons annum(-1) (49.00%) of the total fodder requirement and 136.36 m3 annum(-1) (48.27%) of the total timber requirement. The forest biomass is exposed to enormous pressure for securing the needs by the aboriginal people, posing great threat to biodiversity and environment of the region. Therefore, forest biomass conservation through intervention of alternative avenues is imperative to keep pace with the current development and future challenges in the area.
River Gardens Intermediate-Care Facility water-to-air heating and air-conditioning demonstration project. Final report

DOE Office of Scientific and Technical Information (OSTI.GOV)

Brown, R.C.

An integrated system of heat pumps is used to reject heat into or extract heat from circulating water from a shallow well adjacent to the river to demonstrate the efficiency and fuel cost savings of water-to-air heat pumps, without the expense of drilling a deep well. Water is returned unpolluted to the Guadalupe River and is circulated through a five-building complex at River Gardens Intermediate Care Facility for the Mentally Retarded in New Braunfels, Texas. The water is used as a heat source or sink for 122 heat pumps providing space heating and cooling, and for refrigeration and freezer units.more » The system was not installed as designed, which resulted in water pumping loads being higher than the original design. Electrical consumption for pumping water represented 36 to 37% of system electrical consumption. Without the water pumping load, the water-to-air system was an average of 25% more efficient in heating than a comparable air-to-air unit with resistance heating. With water pumping load included, the installed system averaged 17% less efficient in cooling and 19% more efficient in heating than the comparable unit.« less
Results from service tests on AI-91 gasoline

DOE Office of Scientific and Technical Information (OSTI.GOV)

Turovskii, F.V.; Bakaleinik, A.M.; Belyaev, A.A.

1988-01-01

Research was conducted to establish whether the operational reliability of engines will be affected by the use of a gasoline with an octane number two points lower than that of commercial AI-93 leaded gasoline with knock resistance in acceleration that is better than that of the AI-93 by approximately the same amount. Extended road tests were run in VAZ-2106 and Moskvich-2140 automobiles using gasoline with a research octane number of 91, containing an antiknock additive based on tetramethyl lead, and AI-93. The experimental AI-91 and the commercial AI-93 gasolines were prepared from the same base blend. Average specific fuel consumptionsmore » were identical for automobiles using AI-93 and AI-91 with the tetramethyl lead additive. For automobiles using AI-91 with the additive and with ethyl bromide as a lead scavenger the fuel consumption was 2% lower.« less
Sources of atmospheric nitrous oxide from combustion

NASA Technical Reports Server (NTRS)

Hao, W. M.; Wofsy, S. C.; Mcelroy, M. B.; Beer, J. M.; Toqan, M. A.

1987-01-01

Emissions of nitrous oxide (N2O) have been analyzed from industrial boilers and from a large experimental combustor burning natural gas, oil, or coal. Production of N2O and production of NO(x) were observed to be correlated, with an average molar ratio of 0.58:1 (N2O-N:NO). In conventional single-stage combustors, about 14 percent of fuel nitrogen is converted to N2O and 24 percent is converted to NO(x). Conversion of fuel nitrogen to N2O was much less efficient in a two-stage experimental combustor and in wood fires. A model is presented describing emissions of N2O globally, from the beginning of the industrial revolution to the present. It is expected that concentrations of N2O should rise more than 20 percent to about 367 ppb by the year 2050, based on conservative projections of world energy consumption.
Comparative Study of Hybrid Powertrains on Fuel Saving, Emissions, and Component Energy Loss in HD Trucks

DOE PAGES

Gao, Zhiming; Finney, Charles; Daw, Charles; ...

2014-09-30

We compared parallel and series hybrid powertrains on fuel economy, component energy loss, and emissions control in Class 8 trucks over both city and highway driving. A comprehensive set of component models describing battery energy, engine fuel efficiency, emissions control, and power demand interactions for heavy duty (HD) hybrids has been integrated with parallel and series hybrid Class 8 trucks in order to identify the technical barriers of these hybrid powertrain technologies. The results show that series hybrid is absolutely negative for fuel economy benefit of long-haul trucks due to an efficiency penalty associated with the dual-step conversions of energymore » (i.e. mechanical to electric to mechanical). The current parallel hybrid technology combined with 50% auxiliary load reduction could elevate 5-7% fuel economy of long-haul trucks, but a profound improvement of long-haul truck fuel economy requires additional innovative technologies for reducing aerodynamic drag and rolling resistance losses. The simulated emissions control indicates that hybrid trucks reduce more CO and HC emissions than conventional trucks. The simulated results further indicate that the catalyzed DPF played an important role in CO oxidations. Limited NH 3 emissions could be slipped from the Urea SCR, but the average NH 3 emissions are below 20 ppm. Meanwhile our estimations show 1.5-1.9% of equivalent fuel-cost penalty due to urea consumption in the simulated SCR cases.« less

Potential improvements in turbofan engine fuel economy

NASA Technical Reports Server (NTRS)

Hines, R. W.; Gaffin, W. O.

1976-01-01

The method developed for initial evaluation of possible performance improvements in the NASA Aircraft Energy Efficiency Program, directed toward improving the fuel economy of turbofan engines, is outlined, and results of the evaluation of 100 candidate engine modifications are presented. The study indicates that fuel consumption improvements of as much as 5% may be possible in current JT3D, JT8D, and JT9D turbofan engines. Aerodynamic, thermodynamic, material, and structural advances are expected to yield fuel consumption improvements on the order of 10 to 15% in advanced turbofan engines, with the greatest improvement stemming from significantly higher cycle pressure ratios. Higher turbine temperature and fan bypass ratios are also expected to contribute to fuel conservation.
Variability and uncertainty in life cycle assessment models for greenhouse gas emissions from Canadian oil sands production.

PubMed

Brandt, Adam R

2012-01-17

Because of interest in greenhouse gas (GHG) emissions from transportation fuels production, a number of recent life cycle assessment (LCA) studies have calculated GHG emissions from oil sands extraction, upgrading, and refining pathways. The results from these studies vary considerably. This paper reviews factors affecting energy consumption and GHG emissions from oil sands extraction. It then uses publicly available data to analyze the assumptions made in the LCA models to better understand the causes of variability in emissions estimates. It is found that the variation in oil sands GHG estimates is due to a variety of causes. In approximate order of importance, these are scope of modeling and choice of projects analyzed (e.g., specific projects vs industry averages); differences in assumed energy intensities of extraction and upgrading; differences in the fuel mix assumptions; treatment of secondary noncombustion emissions sources, such as venting, flaring, and fugitive emissions; and treatment of ecological emissions sources, such as land-use change-associated emissions. The GHGenius model is recommended as the LCA model that is most congruent with reported industry average data. GHGenius also has the most comprehensive system boundaries. Last, remaining uncertainties and future research needs are discussed.
Emission-factor uncertainties in maritime transport in the Strait of Gibraltar, Spain

NASA Astrophysics Data System (ADS)

Moreno-Gutiérrez, J.; Durán-Grados, V.; Uriondo, Z.; Ángel Llamas, J.

2012-08-01

A reliable and up-to-date maritime emission inventory is essential for atmospheric scientists quantifying the impact of shipping. The objective of this study is to estimate the atmospheric emissions of SO2, NOx, CO2 and PM10 by international merchant shipping in 2007 in the Strait of Gibraltar, Spain, including the Algeciras Bay by two methods. Two methods (both bottom-up) have been used in this study: 1. Establishing engine power-based emission factors (g kWh-1, EPA) or the mass of pollutant per work performed by the engine for each of the relevant components of the exhaust gas from diesel engines and power for each ship. 2. Establishing fuel-based emission factors (kg emitted/t of fuel) or mass of pollutant per mass of combusted fuel for each of the relevant components of the exhaust gas and a fuel-consumption inventory (IMO). In both methods, the means to estimate engine power and fuel-consumption inventories are the same. The exhaust from boilers and incinerators is regarded as a small contributor and excluded. In total, an estimated average of 1 389 111.05 t of CO2, 23 083.09 t of SO2, 32 005.63 t of NOx and 2972 t of PM10 were emitted from January 2007 until December 2007 by international and domestic shipping. The estimated total fuel consumption amounts to 437 405.84 t. The major differences between the estimates generated by the two methods are for NOx (16% in certain cases) and CO (up to 23%). A total difference for all compounds of 3038 t (approximately 2%) has been found between the two methods but it is not areasonable estimate of uncertainty. Therefore, the results for both methods may be considered acceptable because the actual uncontrolled deviations appear in the changes in emission factors that occur for a given engine with age. These deviations are often difficult to quantify and depend on individual shipboard service and maintenance routines. Emission factors for CO and NOx are not constant and depend on engine condition. For example, tests conducted by the authors of this paper demonstrate that when an engine operates under normal in-service conditions, the emissions are within limits. However, with a small fault in injection timing, the NOx emission exceeds the limits (30% higher value in some cases). A fault in the maintenance of the injection nozzles increases the CO emission (15% higher value in some cases).
Estimating fuel consumption during prescribed fires in Arkansas

Treesearch

Virginia L. McDaniel; James M. Guldin; Roger W. Perry

2012-01-01

While prescribed fire is essential to maintaining numerous plant communities, fine particles produced in smoke can impair human health and reduce visibility in scenic areas. The Arkansas Smoke Management Program was established to mitigate the impacts of smoke from prescribed fires. This program uses fuel loading and consumption estimates from standard fire-behavior...
49 CFR 1243.3 - Report of fuel cost, consumption, and surcharge revenue.

Code of Federal Regulations, 2013 CFR

2013-10-01

... 49 Transportation 9 2013-10-01 2013-10-01 false Report of fuel cost, consumption, and surcharge revenue. 1243.3 Section 1243.3 Transportation Other Regulations Relating to Transportation (Continued) SURFACE TRANSPORTATION BOARD, DEPARTMENT OF TRANSPORTATION (CONTINUED) ACCOUNTS, RECORDS AND REPORTS QUARTERLY OPERATING REPORTS-RAILROADS § 1243.3...
Assessment of Energy Efficiency Improvement in the United States Petroleum Refining Industry

DOE Office of Scientific and Technical Information (OSTI.GOV)

Morrow, William R.; Marano, John; Sathaye, Jayant

2013-02-01

Adoption of efficient process technologies is an important approach to reducing CO 2 emissions, in particular those associated with combustion. In many cases, implementing energy efficiency measures is among the most cost-effective approaches that any refiner can take, improving productivity while reducing emissions. Therefore, careful analysis of the options and costs associated with efficiency measures is required to establish sound carbon policies addressing global climate change, and is the primary focus of LBNL’s current petroleum refining sector analysis for the U.S. Environmental Protection Agency. The analysis is aimed at identifying energy efficiency-related measures and developing energy abatement supply curves andmore » CO 2 emissions reduction potential for the U.S. refining industry. A refinery model has been developed for this purpose that is a notional aggregation of the U.S. petroleum refining sector. It consists of twelve processing units and account s for the additional energy requirements from steam generation, hydrogen production and water utilities required by each of the twelve processing units. The model is carbon and energy balanced such that crud e oil inputs and major refinery sector outputs (fuels) are benchmarked to 2010 data. Estimates of the current penetration for the identified energy efficiency measures benchmark the energy requirements to those reported in U.S. DOE 2010 data. The remaining energy efficiency potential for each of the measures is estimated and compared to U.S. DOE fuel prices resulting in estimates of cost- effective energy efficiency opportunities for each of the twelve major processes. A combined cost of conserved energy supply curve is also presented along with the CO 2 emissions abatement opportunities that exist in the U.S. petroleum refinery sector. Roughly 1,200 PJ per year of primary fuels savings and close to 500 GWh per y ear of electricity savings are potentially cost-effective given U.S. DOE fuel price forecasts. This represents roughly 70 million metric tonnes of CO 2 emission reductions assuming 2010 emissions factor for grid electricity. Energy efficiency measures resulting in an additional 400 PJ per year of primary fuels savings and close to 1,700 GWh per year of electricity savings, and an associated 24 million metric tonnes of CO 2 emission reductions are not cost-effective given the same assumption with respect to fuel prices and electricity emissions factors. Compared to the modeled energy requirements for the U.S. petroleum refining sector, the cost effective potential represents a 40% reduction in fuel consumption and a 2% reduction in electricity consumption. The non-cost-effective potential represents an additional 13% reduction in fuel consumption and an additional 7% reduction in electricity consumption. The relative energy reduction potentials are mu ch higher for fuel consumption than electricity consumption largely in part because fuel is the primary energy consumption type in the refineries. Moreover, many cost effective fuel savings measures would increase electricity consumption. The model also has the potential to be used to examine the costs and benefits of the other CO 2 mitigation options, such as combined heat and power (CHP), carbon capture, and the potential introduction of biomass feedstocks. However, these options are not addressed in this report as this report is focused on developing the modeling methodology and assessing fuels savings measures. These opportunities to further reduce refinery sector CO 2 emissions and are recommended for further research and analysis.« less
Fuel consumption optimization for smart hybrid electric vehicle during a car-following process

NASA Astrophysics Data System (ADS)

Li, Liang; Wang, Xiangyu; Song, Jian

2017-03-01

Hybrid electric vehicles (HEVs) provide large potential to save energy and reduce emission, and smart vehicles bring out great convenience and safety for drivers. By combining these two technologies, vehicles may achieve excellent performances in terms of dynamic, economy, environmental friendliness, safety, and comfort. Hence, a smart hybrid electric vehicle (s-HEV) is selected as a platform in this paper to study a car-following process with optimizing the fuel consumption. The whole process is a multi-objective optimal problem, whose optimal solution is not just adding an energy management strategy (EMS) to an adaptive cruise control (ACC), but a deep fusion of these two methods. The problem has more restricted conditions, optimal objectives, and system states, which may result in larger computing burden. Therefore, a novel fuel consumption optimization algorithm based on model predictive control (MPC) is proposed and some search skills are adopted in receding horizon optimization to reduce computing burden. Simulations are carried out and the results indicate that the fuel consumption of proposed method is lower than that of the ACC+EMS method on the condition of ensuring car-following performances.
Effect of Variable Compression Ratio on Performance of a Diesel Engine Fueled with Karanja Biodiesel and its Blends

NASA Astrophysics Data System (ADS)

Mishra, Rahul Kumar; soota, Tarun, Dr.; singh, Ranjeet

2017-08-01

Rapid exploration and lavish consumption of underground petroleum resources have led to the scarcity of underground fossil fuels moreover the toxic emissions from such fuels are pernicious which have increased the health hazards around the world. So the aim was to find an alternative fuel which would meet the requirements of petroleum or fossil fuels. Biodiesel is a clean, renewable and bio-degradable fuel having several advantages, one of the most important of which is being its eco-friendly and better knocking characteristics than diesel fuel. In this work the performance of Karanja oil was analyzed on a four stroke, single cylinder, water cooled, variable compression ratio diesel engine. The fuel used was 5% - 25% karanja oil methyl ester by volume in diesel. The results such obtained are compared with standard diesel fuel. Several properties i.e. Brake Thermal Efficiency, Brake Specific Fuel Consumptions, Exhaust Gas Temperature are determined at all operating conditions & at variable compression ratio 17 and 17.5.
Impact of biogas digesters on wood utilisation and self-reported back pain for women living on rural Kenyan smallholder dairy farms.

PubMed

Dohoo, Carolyn; VanLeeuwen, John; Read Guernsey, Judith; Critchley, Kim; Gibson, Mark

2013-01-01

Women living on rural Kenyan dairy farms spend significant amounts of time collecting wood for cooking. Biogas digesters, which generate biogas for cooking from the anaerobic decomposition of livestock manure, are an alternative fuel source. The objective of this study was to quantify the quality of life and health benefits of installing biogas digesters on rural Kenyan dairy farms with respect to wood utilisation. Women from 62 farms (31 biogas farms and 31 referent farms) participated in interviews to determine reliance on wood and the impact of biogas digesters on this reliance. Self-reported back pain, time spent collecting wood and money spent on wood were significantly lower (p < 0.01) for the biogas group, compared to referent farms. Multivariable linear regression showed that wood consumption increased by 2 lbs/day for each additional family member living on a farm. For an average family of three people, the addition of one cow was associated with increased wood consumption by 1.0 lb/day on biogas farms but by 4.4 lbs/day on referent farms (significant interaction variable - likely due to additional hot water for cleaning milk collection equipment). Biogas digesters represent a potentially important technology that can reduce reliance on wood fuel and improve health for Kenyan dairy farmers.
Smart urban design to reduce transportation impact in city centers

NASA Astrophysics Data System (ADS)

Fezzai, Soufiane; Mazouz, Said; Ahriz, Atef

2018-05-01

Air pollution is one of the most serious problems facing human being; urban wastes are in first range of energy consumption and emission of greenhouse gasses. Transportation or car traffic is one of the most consumer sectors of fuel, and most pollutant. Reducing energy consumption in transportation and the emission of pollutant gasses becomes an important objective for urban designers; many solutions may be proposed to help solving this problem in future designs, but it depend on other factors in existing urban space especially in city centers characterized with high occupation density. In this paper we investigate traffic rate in the city center of the case study, looking for the causes of the high traffic using gate count method and estimating fuel consumption. We try to propose some design solutions to reduce distances so fuel consumption and emission of pollutant gasses. We use space syntax techniques to evaluate urban configuration and verify the proposed solutions.
A quantitative analysis of household energy consumption in rural west Java: with particular emphasis on socio-economic influences

DOE Office of Scientific and Technical Information (OSTI.GOV)

Hadi, S.S.

1982-01-01

A survey was conducted to estimate per capita, per household, and total energy consumption by region, by level of development, and by fuel source in rural West Java. Socio-economic conditions were also measured by using parameters that included income, family size, husband education, wife education, biomass fuelstock, level of village development, and land size. These data are tabulated and used to develop a model that can predict probabilities of fuel use, consumption, and variety.
40 CFR 600.510-12 - Calculation of average fuel economy and average carbon-related exhaust emissions.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Calculation of average fuel economy and average carbon-related exhaust emissions. 600.510-12 Section 600.510-12 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulation...
Lean mixture engine testing and evaluation program. [for automobile engine pollution and fuel performances

NASA Technical Reports Server (NTRS)

Dowdy, M. W.; Hoehn, F. W.; Griffin, D. C.

1975-01-01

Experimental results for fuel consumption and emissions are presented for a 350 CID (5.7 liter) Chevrolet V-8 engine modified for lean operation with gasoline. The lean burn engine achieved peak thermal efficiency at an equivalence ratio of 0.75 and a spark advance of 60 deg BTDC. At this condition the lean burn engine demonstrated a 10% reduction in brake specific fuel consumption compared with the stock engine; however, NOx and hydrocarbon emissions were higher. With the use of spark retard and/or slightly lower equivalence ratios, the NOx emissions performance of the stock engine was matched while showing a 6% reduction in brake specific fuel consumption. Hydrocarbon emissions exceeded the stock values in all cases. Diagnostic data indicate that lean performance in the engine configuration tested is limited by ignition delay, cycle-to-cycle pressure variations, and cylinder-to-cylinder distribution.
Altitude engine test of a turbofan exhaust gas mixer to conserve fuel

NASA Technical Reports Server (NTRS)

Cullom, R. R.; Johnsen, R. L.

1977-01-01

A comparison of the specific fuel consumption was made with and without an internal mixer installed in a low bypass ratio, confluent flow turbofan engine. Tests were conducted at several Mach numbers and altitudes for core to fan stream total temperature ratios of 2.0 and 2.5 and mixing lengths of L/D = 0.95 and 1.74. For these test conditions, the specific fuel consumption improvement varied from 2.5 to 4.0 percent.
Hydrogen-enrichment-concept preliminary evaluation

NASA Technical Reports Server (NTRS)

Ecklund, E. E.

1975-01-01

A hydrogen-enriched fuels concept for automobiles is described and evaluated in terms of fuel consumption and engine exhaust emissions through multicylinder (V-8) automotive engine/hydrogen generator tests, single cylinder research engine (CFR) tests, and hydrogen-generator characterization tests. Analytical predictions are made of the fuel consumption and NO/sub x/ emissions which would result from anticipated engine improvements. The hydrogen-gas generator, which was tested to quantify its thermodynamic input-output relationships was used for integrated testing of the V-8 engine and generator.
Electric power quarterly, July-September 1986

DOE Office of Scientific and Technical Information (OSTI.GOV)

Not Available

1987-02-04

The Electric Power Quarterly (EPQ) provides information on electric utilities at the plant level. The information concerns the following: cost, quantity, and quality of fossil fuel receipts; net generation; fuel consumption; and fuel stocks. The EPQ contains monthly data and quarterly totals for the reporting quarter. In this report, data collected on Form EIA-759 regarding electric utilities' net generation, fuel consumption, and fuel stocks are presented on a plant-by-plant basis. In addition, quantity, cost, and quality of fossil fuel receipts collected on the Form 423 are presented on a plant-by-plant basis. The EPQ presents a quarterly summary of disturbances andmore » unusual occurrences affecting the electric power industry collected by the Office of International Affairs and Energy Emergencies (IE) on Form IE-417.« less
Electric power quarterly: January-March 1988. [Contains glossary

DOE Office of Scientific and Technical Information (OSTI.GOV)

Not Available

1988-07-22

The Electric Power Quarterly (EPQ) presents information on electric utilities at the plant level. The information provides the following: cost, quantity, and quality of fossil fuel receipts; net generation; fuel consumption; and fuel stocks. The EPQ contains monthly data and quarterly totals for the reporting quarter. These data are published to provide meaningful, timely, objective, and accurate energy information for a wide audience including Congress, federal, and state agencies; industry; and the general public. In this report, data regarding electric utilities' net generation, fuel consumption, and fuel stocks are presented on a plant-by-plant basis. In addition, quantity, cost, and qualitymore » of fossil-fuel receipts are presented on a plant-by-plant basis for plants with a combined installed nameplate capacity of 50 megawatts or larger.« less
Fuel-conservative engine technology

NASA Technical Reports Server (NTRS)

Dugan, J. F., Jr.; Mcaulay, J. E.; Reynolds, T. W.; Strack, W. C.

1975-01-01

Aircraft fuel consumption is discussed in terms of its efficient use, and the conversion of energy from sources other than petroleum. Topics discussed include: fuel from coal and oil shale, hydrogen deficiency of alternate sources, alternate fuels evaluation program, and future engines.
Empirical analysis of the effect of descent flight path angle on primary gaseous emissions of commercial aircraft.

PubMed

Turgut, Enis T; Usanmaz, Oznur; Rosen, Marc A

2018-05-01

In this study, the effects of descent flight path angle (between 1.25° and 4.25°) on aircraft gaseous emissions (carbon monoxide, total hydrocarbons and nitrogen oxides) are explored using actual flight data from aircraft flight data recording system and emissions indices from the International Civil Aviation Organization. All emissions parameters are corrected to flight conditions using Boeing Fuel Flow Method2, where the ambient air pressure, temperature and humidity data are obtained from long-term radiosonde data measured close to the arrival airport. The main findings highlight that the higher the flight path angle, the higher the emission indices of CO and HC, whereas the lower the emissions index of NO x and fuel consumption. Furthermore, during a descent, a heavier aircraft tends to emit less CO and HC, and more NO x . For a five-tonne aircraft mass increase, the average change in emissions indices are found to be -4.1% and -5.7% (CO), -5.4% and -8.2% (HC), and +1.1% and +1.6% (NO x ) for high and low flight path angle groups, respectively. The average emissions indices for CO, HC and NO x during descent are calculated to be 24.5, 1.7 and 5.6 g/kg of fuel, whereas the average emissions for descending from 32,000 ft (9.7 km) and 24,000 ft (7.3 km) are calculated to be 7-8 kg (CO), ∼0.5 kg (HC) and ∼3 kg (NO x ). Copyright © 2018 Elsevier Ltd. All rights reserved.
A historical reconstruction of ships' fuel consumption and emissions

NASA Astrophysics Data System (ADS)

Endresen, Øyvind; Sørgârd, Eirik; Behrens, Hanna Lee; Brett, Per Olaf; Isaksen, Ivar S. A.

2007-06-01

Shipping activity has increased considerably over the last century and currently represents a significant contribution to the global emissions of pollutants and greenhouse gases. Despite this, information about the historical development of fuel consumption and emissions is generally limited, with little data published pre-1950 and large deviations reported for estimates covering the last 3 decades. To better understand the historical development in ship emissions and the uncertainties associated with the estimates, we present fuel-based CO2 and SO2 emission inventories from 1925 up to 2002 and activity-based estimates from 1970 up to 2000. The global CO2 emissions from ships in 1925 have been estimated to 229 Tg (CO2), growing to about 634 Tg (CO2) in 2002. The corresponding SO2 emissions are about 2.5 Tg (SO2) and 8.5 Tg (SO2), respectively. Our activity-based estimates of fuel consumption from 1970 to 2000, covering all oceangoing civil ships above or equal to 100 gross tonnage (GT), are lower compared to previous activity-based studies. We have applied a more detailed model approach, which includes variation in the demand for sea transport, as well as operational and technological changes of the past. This study concludes that the main reason for the large deviations found in reported inventories is the applied number of days at sea. Moreover, our modeling indicates that the ship size and the degree of utilization of the fleet, combined with the shift to diesel engines, have been the major factors determining yearly fuel consumption. Interestingly, the model results from around 1973 suggest that the fleet growth is not necessarily followed by increased fuel consumption, as technical and operational characteristics have changed. Results from this study indicate that reported sales over the last 3 decades seems not to be significantly underreported as previous simplified activity-based studies have suggested. The results confirm our previously reported modeling estimates for year 2000. Previous activity-based studies have not considered ships less than 100 GT (e.g., today some 1.3 million fishing vessels), and we suggest that this fleet could account for an important part of the total fuel consumption (˜10%).

Energy Policy Act of 1992 : limited progress in acquiring alternative fuel vehicles and reaching fuel goals

DOT National Transportation Integrated Search

2000-02-01

Since the passage of the Energy Policy Act of 1992, some, albeit limited, progress has been made in acquiring alternative fuel vehicles and reducing the consumption of petroleum fuels in transportation. DOE estimates about 1 million alternative fuel ...
Leveraging land development returns to finance transportation infrastructure improvements.

DOT National Transportation Integrated Search

2011-03-01

The United States faces a crisis in transportation finance. Increasing fuel prices coupled with increasing : demand for fuel-efficient cars is driving down fuel consumption, and the associated fuel tax revenues. At : the same time, the demand for new...
The economic impact of drag in general aviation

NASA Technical Reports Server (NTRS)

Neal, R. D.

1975-01-01

General aviation aircraft fuel consumption and operating costs are closely linked to drag reduction methods. Improvements in airplane drag are envisioned for new models; their effects will be in the 5 to 10% range. Major improvements in fuel consumption over existing turbofan airplanes will be the combined results of improved aerodynamics plus additional effects from advanced turbofan engine designs.
Quantitative Estimate of the Relation Between Rolling Resistance on Fuel Consumption of Class 8 Tractor Trailers Using Both New and Retreaded Tires (SAE Paper 2014-01-2425)

EPA Science Inventory

Road tests of class 8 tractor trailers were conducted by the US Environmental Protection Agency on new and retreaded tires of varying rolling resistance in order to provide estimates of the quantitative relationship between rolling resistance and fuel consumption.
Energy and precious fuels requirements of fuel alcohol production. Volume 2, appendices A and B: Ethanol from grain

NASA Technical Reports Server (NTRS)

Weinblatt, H.; Reddy, T. S.; Turhollow, A., Jr.

1982-01-01

Energy currently used in grain production, the effect of ethanol production on agricultural energy consumption, energy credits for ethanol by-products, and land availability and the potential for obtaining ethanol from grain are discussed. Dry milling, wet milling, sensitivity analysis, potential for reduced energy consumption are also discussed.
Vehicle testing of Cummins turbocompound diesel engine

NASA Technical Reports Server (NTRS)

Brands, M. C.; Werner, J. R.; Hoehne, J. L.

1980-01-01

Two turbocompound diesel engines were installed in Class VIII heavy-duty vehicles to determine the fuel consumption potential and performance characteristics. One turbocompound powered vehicle was evaluated at the Cummins Pilot Center where driveability, fuel consumption, torsional vibration, and noise were evaluated. Fuel consumption testing showed a 14.8% benefit for the turbocompound engine in comparison to a production NTC-400 used as a baseline. The turbocompound engine also achieved lower noise levels, improved driveability, improved gradeability, and marginally superior engine retardation. The second turbocompound engine was placed in commercial service and accumulated 50,000 miles on a cross-country route without malfunction. Tank mileage revealed a 15.92% improvement over a production NTCC-400 which was operating on the same route.
Full-scale altitude engine test of a turbofan exhaust-gas-forced mixer to reduce thrust specific fuel consumption

NASA Technical Reports Server (NTRS)

Cullom, R. R.; Johnson, R. L.

1977-01-01

The specific fuel consumption of a low-bypass-ratio, confluent-flow, turbofan engine was measured with and without a mixer installed. Tests were conducted for flight Mach numbers from 0.3 to 1.4 and altitudes from 10,670 to 14,630 meters (35,000 to 48,000 ft) for core-stream-to-fan-stream temperature ratios of 2.0 and 2.5 and mixing-length-to-diameter ratios of 0.95 and 1.74. For these test conditions, the reduction in specific fuel consumption varied from 2.5 percent to 4.0 percent. Pressure loss measurements as well as temperature and pressure surveys at the mixer inlet, the mixer exit, and the nozzle inlet were made.
Determination of the optimal conditions for inclination maneuvers using a Swing-by

NASA Astrophysics Data System (ADS)

Moura, O.; Celestino, C. C.; Prado, A. F. B. A.

2018-05-01

The search for methods to reduce the fuel consumption in orbital transfers is something relevant and always current in astrodynamics. Therefore, the maneuvers assisted by the gravity, also called Swing-by maneuvers, can be an advantageous option to save fuel. The proposal of the present research is to explore the influence of some parameters in a Swing-by of an artificial satellite orbiting a planet with one of the moons of this mother planet, with the goal of changing the inclination of the artificial satellite around the main body of the system. The fuel consumption of this maneuver is compared with the required consumption to perform the same change of inclination using the classical approach of impulsive maneuvers.
Performance and Emissions of a Small Compression Ignition Engine Run on Dual-fuel Mode (Diesel-Raw biogas)

NASA Astrophysics Data System (ADS)

Ambarita, H.; Sinulingga, E. P.; Nasution, M. KM; Kawai, H.

2017-03-01

In this work, a compression ignition (CI) engine is tested in dual-fuel mode (Diesel-Raw biogas). The objective is to examine the performance and emission characteristics of the engine when some of the diesel oil is replaced by biogas. The specifications of the CI engine are air cooled single horizontal cylinder, four strokes, and maximum output power of 4.86 kW. It is coupled with a synchronous three phase generator. The load, engine revolution, and biogas flow rate are varied from 600 W to 1500 W, 1000 rpm to 1500 rpm, 0 to 6 L/minute, respectively. The electric power, specific fuel consumption, thermal efficiency, gas emission, and diesel replacement ratio are analyzed. The results show that there is no significant difference of the power resulted by CI run on dual-fuel mode in comparison with pure diesel mode. However, the specific fuel consumption and efficiency decrease significantly as biogas flow rate increases. On the other hand, emission of the engine on dual-fuel mode is better. The main conclusion can be drawn is that CI engine without significant modification can be operated perfectly in dual-fuel mode and diesel oil consumption can be decreased up to 87.5%.
Concepts for reducing exhaust emissions and fuel consumption of the aircraft piston engine

NASA Technical Reports Server (NTRS)

Rezy, B. J.; Stuckas, K. J.; Tucker, J. R.; Meyers, J. E.

1979-01-01

A study was made to reduce exhaust emissions and fuel consumption of a general aviation aircraft piston engine by applying known technology. Fourteen promising concepts such as stratified charge combustion chambers, cooling cylinder head improvements, and ignition system changes were evaluated for emission reduction and cost effectiveness. A combination of three concepts, improved fuel injection system, improved cylinder head with exhaust port liners and exhaust air injection was projected as the most cost effective and safe means of meeting the EPA standards for CO, HC and NO. The fuel economy improvement of 4.6% over a typical single engine aircraft flight profile does not though justify the added cost of the three concepts, and significant reductions in fuel consumption must be applied to the cruise mode where most of the fuel is used. The use of exhaust air injection in combination with exhaust port liners reduces exhaust valve stem temperatures which can result in longer valve guide life. The use of exhaust port liners alone can reduce engine cooling air requirements by 11% which is the equivalent of a 1.5% increase in propulsive power. The EPA standards for CO, HC and NO can be met in the IO-520 engine using air injection alone or the Simmonds improved fuel injection system.
Altitude Performance Characteristics of Turbojet-engine Tail-pipe Burner with Variable-area Exhaust Nozzle Using Several Fuel Systems and Flame Holders

NASA Technical Reports Server (NTRS)

Johnson, Lavern A; Meyer, Carl L

1950-01-01

A tail-pipe burner with a variable-area exhaust nozzle was investigated. From five configurations a fuel-distribution system and a flame holder were selected. The best configuration was investigated over a range of altitudes and flight Mach numbers. For the best configuration, an increase in altitude lowered the augmented thrust ratio, exhaust-gas total temperature, and tail-pipe combustion efficiency, and raised the specific fuel consumption. An increase in flight Mach number raised the augmented thrust ratio but had no apparent effect on exhaust-gas total temperature, tail-pipe combustion efficiency, or specific fuel consumption.
Application of fuel cells with heat recovery for integrated utility systems

NASA Technical Reports Server (NTRS)

Shields, V.; King, J. M., Jr.

1975-01-01

This paper presents the results of a study of fuel cell powerplants with heat recovery for use in an integrated utility system. Such a design provides for a low pollution, noise-free, highly efficient integrated utility. Use of the waste heat from the fuel cell powerplant in an integrated utility system for the village center complex of a new community results in a reduction in resource consumption of 42 percent compared to conventional methods. In addition, the system has the potential of operating on fuels produced from waste materials (pyrolysis and digester gases); this would provide further reduction in energy consumption.
Heat exchangers in regenerative gas turbine cycles

NASA Astrophysics Data System (ADS)

Nina, M. N. R.; Aguas, M. P. N.

1985-09-01

Advances in compact heat exchanger design and fabrication together with fuel cost rises continuously improve the attractability of regenerative gas turbine helicopter engines. In this study cycle parameters aiming at reduced specific fuel consumption and increased payload or mission range, have been optimized together with heat exchanger type and size. The discussion is based on a typical mission for an attack helicopter in the 900 kw power class. A range of heat exchangers is studied to define the most favorable geometry in terms of lower fuel consumption and minimum engine plus fuel weight. Heat exchanger volume, frontal area ratio and pressure drop effect on cycle efficiency are considered.
Increasing fuel efficiency of passenger cars with the “climate-control” system as a method of improving the ecological safety of the urban infrastructure

NASA Astrophysics Data System (ADS)

Burakova, L. N.; Burakova, A. D.; Burakova, O. D.; Dovbysh, V. O.

2018-01-01

Motor vehicle should provide safety and a high ecological standard of living for the population. One of the methods to improve the ecological friendliness of motor vehicles in particular passenger cars (cars), which are considered in this article, is the growth of their fuel economy. It is established that fuel consumption and the amount of specific emissions of harmful substances with exhaust gases of cars when using the “climate control” system depend on the effective ambient temperature, the color of the opaque car body elements, the power of the car engine and the interior volume. However, the simplest controlled factor is the color of the opaque car body elements, which is characterized by the coefficient of light reflection. In the course of experimental studies, we established the dependences of a change in fuel consumption and a share of reducing emissions of harmful substances with exhaust gases of passenger cars with the “climate control” system on the coefficient of light reflection. A method has been developed to reduce fuel consumption and the amount of specific emissions of harmful substances with the exhaust gases of passenger cars when using the “climate control” system, which involves painting the vehicle roof white and allows reducing fuel consumption by 5.5-10.3% and the amount of specific emissions of harmful substances by 0.37-1.13% (CO) and 0.47-1.08% (CH).
Fuel saver based on electromagnetic induction for automotive engine

NASA Astrophysics Data System (ADS)

Siregar, Houtman P.; Sibarani, Maradu

2007-12-01

In the considered research is designed and analyzed the performance of the fuel saver which is based on electromagnetic induction for automotive diesel engine. The fuel saver which is based on permanent magnet has sold in market and its performance has tested. In comparison to the former fuel saver, in the proposed work is produced fuel saver which is based on electromagnetic induction. The considered research is the continuation of my former work. Performance of the produced fuel saver which is installed in the fuel line of internal combustion engine rig is compared to the performance of the standard internal combustion engine rig Speed of the engine, wire diameter of coil, and number of coil which is coiled in the winding of the the fuel saver are chosen as the testing variables. The considered research has succeeded to design the fuel saver which is based on electromagnetic induction for saving the automotive fuel consumption. Results of the research show that the addition of the fuel saver which is based on electromagnetic induction to the flow of the diesel fuel can significantly save the automative fuel consumption. In addition the designed fuel saver can reduce the opacity of the emission gas.
The relationship between air pollution, fossil fuel energy consumption, and water resources in the panel of selected Asia-Pacific countries.

PubMed

Rafindadi, Abdulkadir Abdulrashid; Yusof, Zarinah; Zaman, Khalid; Kyophilavong, Phouphet; Akhmat, Ghulam

2014-10-01

The objective of the study is to examine the relationship between air pollution, fossil fuel energy consumption, water resources, and natural resource rents in the panel of selected Asia-Pacific countries, over a period of 1975-2012. The study includes number of variables in the model for robust analysis. The results of cross-sectional analysis show that there is a significant relationship between air pollution, energy consumption, and water productivity in the individual countries of Asia-Pacific. However, the results of each country vary according to the time invariant shocks. For this purpose, the study employed the panel least square technique which includes the panel least square regression, panel fixed effect regression, and panel two-stage least square regression. In general, all the panel tests indicate that there is a significant and positive relationship between air pollution, energy consumption, and water resources in the region. The fossil fuel energy consumption has a major dominating impact on the changes in the air pollution in the region.
The Accuracy and Correction of Fuel Consumption from Controller Area Network Broadcast

DOE Office of Scientific and Technical Information (OSTI.GOV)

Wang, Lijuan; Gonder, Jeffrey D; Wood, Eric W

Fuel consumption (FC) has always been an important factor in vehicle cost. With the advent of electronically controlled engines, the controller area network (CAN) broadcasts information about engine and vehicle performance, including fuel use. However, the accuracy of the FC estimates is uncertain. In this study, the researchers first compared CAN-broadcasted FC against physically measured fuel use for three different types of trucks, which revealed the inaccuracies of CAN-broadcast fueling estimates. To match precise gravimetric fuel-scale measurements, polynomial models were developed to correct the CAN-broadcasted FC. Lastly, the robustness testing of the correction models was performed. The training cycles inmore » this section included a variety of drive characteristics, such as high speed, acceleration, idling, and deceleration. The mean relative differences were reduced noticeably.« less
Fuel efficient traffic signal operation and evaluation: Garden Grove Demonstration Project

DOE Office of Scientific and Technical Information (OSTI.GOV)

Not Available

1983-02-01

The procedures and results of a case study of fuel efficient traffic signal operation and evaluation in the City of Garden Grove, California are documented. Improved traffic signal timing was developed for a 70-intersection test network in Garden Grove using an optimization tool called the TRANSYT Version 8 computer program. Full-scale field testing of five alternative timing plans was conducted using two instrumented vehicles equipped to measure traffic performance characteristics and fuel consumption. The field tests indicated that significant improvements in traffic flow and fuel consumption result from the use of timing plans generated by the TRANSYT optimization model. Changingmore » from pre-existing to an optimized timing plan yields a networkwide 5 percent reduction in total travel time, more than 10 percent reduction in both the number of stops and stopped delay time, and 6 percent reduction in fuel consumption. Projections are made of the benefits and costs of implementing such a program at the 20,000 traffic signals in networks throughout the State of California.« less
Techno-economic analysis of fuel cell auxiliary power units as alternative to idling

NASA Astrophysics Data System (ADS)

Jain, Semant; Chen, Hsieh-Yeh; Schwank, Johannes

This paper presents a techno-economic analysis of fuel-cell-based auxiliary power units (APUs), with emphasis on applications in the trucking industry and the military. The APU system is intended to reduce the need for discretionary idling of diesel engines or gas turbines. The analysis considers the options for on-board fuel processing of diesel and compares the two leading fuel cell contenders for automotive APU applications: proton exchange membrane fuel cell and solid oxide fuel cell. As options for on-board diesel reforming, partial oxidation and auto-thermal reforming are considered. Finally, using estimated and projected efficiency data, fuel consumption patterns, capital investment, and operating costs of fuel-cell APUs, an economic evaluation of diesel-based APUs is presented, with emphasis on break-even periods as a function of fuel cost, investment cost, idling time, and idling efficiency. The analysis shows that within the range of parameters studied, there are many conditions where deployment of an SOFC-based APU is economically viable. Our analysis indicates that at an APU system cost of 100 kW -1, the economic break-even period is within 1 year for almost the entire range of conditions. At 500 kW -1 investment cost, a 2-year break-even period is possible except for the lowest end of the fuel consumption range considered. However, if the APU investment cost is 3000 kW -1, break-even would only be possible at the highest fuel consumption scenarios. For Abram tanks, even at typical land delivered fuel costs, a 2-year break-even period is possible for APU investment costs as high as 1100 kW -1.
Theoretical Investigation For The Effect of Fuel Quality on Gas Turbine Power Plants

NASA Astrophysics Data System (ADS)

AbdulRazzak khudair, Omar; Alwan Abass, Khetam; Saadi Abed, Noor; Hussain Ali, Khalid; AbdulAziz, Saad; Chlaib Shaboot, Ali

2018-05-01

Gas turbine engine power generation is declined dramatically because of the reduction in thermodynamic parameters as a work of turbine, compressor ratio, compressor work, and air mass flow rate and fuel consumption. There are two main objectives of this work, the first is related with the effect of fuel kinds and their quality on the operation of fuel flow divider and its performance specifically gear pump displacement and fuel flow rate to the combustion chambers of gas power plant. AL-DORA gas turbine power plant 35MW was chosen to predict these effects on its performance MATLAB Software program is used to perform thermodynamic calculations. Fuel distribution stage before the process of combustion and as a result of the kind and its quality, chemical reaction will occur between the fuel and the parts of the gear system of each pump of the flow divider, which causes the erosion of the internal pump wall and the teeth of the gear system, thus hampering the pump operation in terms of fuel discharge. The discharge of fuel form the eight external gates of flow divider is decreased and varied when going to the combustion chambers, so that, flow divider does not give reliable mass flow rate due to absence of accurate pressure in each of eight exit pipes. The second objective deals with the stage of fuel combustion process inside the combustion chamber. A comparative study based upon performance parameters, such as specific fuel consumption for gas and gasoil and power generation. Fuel poor quality causes incomplete combustion and increased its consumption, so that combustion products are interacted with the surface of the turbine blades, causing the erosion and create surface roughness of the blade and disruption of gas flow. As a result of this situation, turbulence flow of these gases will increase causing the separation of gas boundary layers over the suction surface of the blade. Therefore the amount of extracted gas will decrease causing retreat work done by turbine, as a result decline of power and gas turbine power plant efficiency causing the drop in the level of electric generation. The fuel quality is found to be a strong function of specific fuel consumption and its effects on the power generation and the efficiency of the gas turbine power plants and hence, the cycle performance shifts towards favorable conditions.

PM, carbon, and PAH emissions from a diesel generator fuelled with soy-biodiesel blends.

PubMed

Tsai, Jen-Hsiung; Chen, Shui-Jen; Huang, Kuo-Lin; Lin, Yuan-Chung; Lee, Wen-Jhy; Lin, Chih-Chung; Lin, Wen-Yinn

2010-07-15

Biodiesels have received increasing attention as alternative fuels for diesel engines and generators. This study investigates the emissions of particulate matter (PM), total carbon (TC), e.g., organic/elemental carbons, and polycyclic aromatic hydrocarbons (PAHs) from a diesel generator fuelled with soy-biodiesel blends. Among the tested diesel blends (B0, B10 (10 vol% soy-biodiesel), B20, and B50), B20 exhibited the lowest PM emission concentration despite the loads (except the 5 kW case), whereas B10 displayed lower PM emission factors when operating at 0 and 10 kW than the other fuel blends. The emission concentrations or factors of EC, OC, and TC were the lowest when B10 or B20 was used regardless of the loading. Under all tested loads, the average concentrations of total-PAHs emitted from the generator using the B10 and B20 were lower (by 38% and 28%, respectively) than those using pure petroleum diesel fuel (B0), while the emission factors of total-PAHs decreased with an increasing ratio of biodiesel to premium diesel. With an increasing loading, although the brake specific fuel consumption decreased, the energy efficiency increased despite the bio/petroleum diesel ratio. Therefore, soy-biodiesel is promising for use as an alternative fuel for diesel generators to increase energy efficiency and reduce the PM, carbon, and PAH emissions. 2010 Elsevier B.V. All rights reserved.
Modeling Seasonality in Carbon Dioxide Emissions From Fossil Fuel Consumption

NASA Astrophysics Data System (ADS)

Gregg, J. S.; Andres, R. J.

2004-05-01

Using United States data, a method is developed to estimate the monthly consumption of solid, liquid and gaseous fossil fuels using monthly sales data to estimate the relative monthly proportions of the total annual national fossil fuel use. These proportions are then used to estimate the total monthly carbon dioxide emissions for each state. From these data, the goal is to develop mathematical models that describe the seasonal flux in consumption for each type of fuel, as well as the total emissions for the nation. The time series models have two components. First, the general long-term yearly trend is determined with regression models for the annual totals. After removing the general trend, two alternatives are considered for modeling the seasonality. The first alternative uses the mean of the monthly proportions to predict the seasonal distribution. Because the seasonal patterns are fairly consistent in the United States, this is an effective modeling technique. Such regularity, however, may not be present with data from other nations. Therefore, as a second alternative, an ordinary least squares autoregressive model is used. This model is chosen for its ability to accurately describe dependent data and for its predictive capacity. It also has a meaningful interpretation, as each coefficient in the model quantifies the dependency for each corresponding time lag. Most importantly, it is dynamic, and able to adapt to anomalies and changing patterns. The order of the autoregressive model is chosen by the Akaike Information Criterion (AIC), which minimizes the predicted variance for all models of increasing complexity. To model the monthly fuel consumption, the annual trend is combined with the seasonal model. The models for each fuel type are then summed together to predict the total carbon dioxide emissions. The prediction error is estimated with the root mean square error (RMSE) from the actual estimated emission values. Overall, the models perform very well, with relative RMSE less than 10% for all fuel types, and under 5% for the national total emissions. Development of successful models is important to better understand and predict global environmental impacts from fossil fuel consumption.
Household energy consumption in the United States, 1987 to 2009: Socioeconomic status, demographic composition, and energy services profiles

NASA Astrophysics Data System (ADS)

Kemp, Robert J.

This dissertation examines household energy consumption in the United States over the period of 1987 to 2009, specifically focusing on the role of socioeconomic status, demographic composition, and energy services profiles. The dissertation makes use of four cross-sections from the Residential Energy Consumption Survey data series to examine how household characteristics influence annual energy consumption overall, and by fuel type. Chapter 4 shows that household income is positively related to energy consumption, but more so for combustible fuel consumption than for electricity consumption. Additionally, results for educational attainment suggest a less cross-sectional association and more longitudinal importance as related to income. Demographic composition matters, as predicted by the literature; household size and householder age show predicted effects, but when considered together, income explains any interaction between age and household size. Combustible fuels showed a far greater relationship to housing unit size and income, whereas electricity consumption was more strongly related to educational attainment, showing important differences in the associations by fuel type. Taken together, these results suggest a life course-based model for understanding energy consumption that may be strongly linked to lifestyles. Chapter 5 extends the findings in Chapter 4 by examining the patterning of physical characteristics and behaviors within households. The chapter uses Latent Class Analysis to examine a broad set of energy significant behaviors and characteristics to discover five unique energy services profiles. These profiles are uniquely patterned across demographic and socioeconomic compositions of households and have important effects on energy consumption. These profiles are likely byproducts of the lifestyles in which the household takes part, due to factors such as their socioeconomic status and household demographic composition. Overall, the dissertation finds strong evidence for taking a more lifecycle-based approach to understanding how energy is consumed based on the combined importance of householder age, household size, and socioeconomic status. Additionally, these factors produce very different energy services profiles that I argue are indicative of the lifestyle in which a household engages. Finally, the dissertation argues that these connections are essential to understanding energy consumption and provide a fertile ground for future research.
Future US energy demands based upon traditional consumption patterns lead to requirements which significantly exceed domestic supply

NASA Technical Reports Server (NTRS)

1975-01-01

Energy consumption in the United States has risen in response to both increasing population and to increasing levels of affluence. Depletion of domestic energy reserves requires consumption modulation, production of fossil fuels, more efficient conversion techniques, and large scale transitions to non-fossile fuel energy sources. Widening disparity between the wealthy and poor nations of the world contributes to trends that increase the likelihood of group action by the lesser developed countries to achieve political and economic goals. The formation of anticartel cartels is envisioned.
Fuel consumption and particulate emissions during fires in the New Jersey Pinelands

Treesearch

Ken Clark; Nicholas Skowronski; Gallagher Michael; Warren E. Heilman; John Hom

2010-01-01

We quantified loading and consumption losses of 1-hour and 10-hour fuels on the forest floor and understory vegetation during 24 operational prescribed burns conducted in the Pinelands National Reserve of New Jersey. PM 2.5 emissions were calculated using published emission factors, and atmospheric PM 2.5 was measured under ambient conditions and during prescribed...
Fuels consumption and nitrogen loss following prescribed fire: a comparison of prescription types in the Southern appalachians

Treesearch

Barton D. Clinton; James M. Vose

2007-01-01

Prescribed burning is frequently used as a tool for restoration of plant communities, wildlife habitat improvement, and site preparation. We compared and contrasted the effects of four burning prescriptions on forest floor and fine fuels consumption, and nitrogen loss. The burning treatments included dry (DU) and mesic (MU) understory burns, stand replacement (SR)...
Potential Fuel Economy Improvements from the Implementation of cEGR and CDA on an Atkinson Cycle Engine

EPA Science Inventory

Present the implementation of cEGR and CDA on an Atkinson engine and use steady state fuel consumption maps to estimate the technologies’ potential fuel economy improvements over the FTP and Highway tests. In addition to use fuel weighted modes to determine possible fuel economy...
ENVIRONMENTAL TECHNOLOGY VERIFICATION REPORT, JCH FUEL SOLUTIONS, INC., JCH ENVIRO AUTOMATED FUEL CLEANING AND MAINTENANCE SYSTEM

EPA Science Inventory

The verification testing was conducted at the Cl facility in North Las Vegas, NV, on July 17 and 18, 2001. During this period, engine emissions, fuel consumption, and fuel quality were evaluated with contaminated and cleaned fuel.

To facilitate this verification, JCH repre...
Carbon Footprint Reduction in Transportation Activity by Emphasizing the Usage of Public Bus Services Among Adolescents

NASA Astrophysics Data System (ADS)

Sukor, Nur Sabahiah Abdul; Khairiyah Basri, Nur; Asmah Hassan, Sitti

2017-08-01

Transportation is one of the sectors that contributes to the Greenhouse Gases (GHGs) emissions. In terms of carbon footprint, transportation is among the major contributors of high carbon intensity in the urban area. This study was conducted to reduce the carbon footprint contributed by the transportation sector in Penang Island by emphasizing the use of public buses. Secondary school students were the target group for this study. They were asked to report their daily travel behaviour and fuel consumption in a travel journal. The fuel consumption data from the travel journal were used to calculate each individual’s carbon emission level. After the analyses, the value of carbon emissions was revealed to the students. Next, they were encouraged to use public transport in a motivation session and were asked to record their fuel consumption in the travel journal once again. The results showed that there was a significant difference in fuel consumption before and after the motivation session, as the students preferred to use public buses instead of private vehicles after the motivation session. This indicates that the motivation programme had been successful in creating the awareness towards carbon footprint reduction among the adolescents.
Fuel optimal maneuvers for spacecraft with fixed thrusters

NASA Technical Reports Server (NTRS)

Carter, T. C.

1982-01-01

Several mathematical models, including a minimum integral square criterion problem, were used for the qualitative investigation of fuel optimal maneuvers for spacecraft with fixed thrusters. The solutions consist of intervals of "full thrust" and "coast" indicating that thrusters do not need to be designed as "throttleable" for fuel optimal performance. For the primary model considered, singular solutions occur only if the optimal solution is "pure translation". "Time optimal" singular solutions can be found which consist of intervals of "coast" and "full thrust". The shape of the optimal fuel consumption curve as a function of flight time was found to depend on whether or not the initial state is in the region admitting singular solutions. Comparisons of fuel optimal maneuvers in deep space with those relative to a point in circular orbit indicate that qualitative differences in the solutions can occur. Computation of fuel consumption for certain "pure translation" cases indicates that considerable savings in fuel can result from the fuel optimal maneuvers.
49 CFR 525.1 - Scope.

Code of Federal Regulations, 2012 CFR

2012-10-01

... OF TRANSPORTATION EXEMPTIONS FROM AVERAGE FUEL ECONOMY STANDARDS § 525.1 Scope. This part establishes... automobiles to exempt them from the average fuel economy standards for passenger automobiles and to establish alternative average fuel economy standards for those manufacturers. ...
49 CFR 525.1 - Scope.

Code of Federal Regulations, 2014 CFR

2014-10-01

... OF TRANSPORTATION EXEMPTIONS FROM AVERAGE FUEL ECONOMY STANDARDS § 525.1 Scope. This part establishes... automobiles to exempt them from the average fuel economy standards for passenger automobiles and to establish alternative average fuel economy standards for those manufacturers. ...
Combustion engine for solid and liquid fuels

NASA Technical Reports Server (NTRS)

Pabst, W.

1986-01-01

A combustion engine having no piston, a single cylinder, and a dual-action, that is applicable for solid and liquid fuels and propellants, and that functions according to the principle of annealing point ignition is presented. The invention uses environmentally benign amounts of fuel and propellants to produce gas and steam pressure, and to use a simple assembly with the lowest possible consumption and constant readiness for mixing and burning. The advantage over conventional combustion engines lies in lower consumption of high quality igniting fluid in the most cost effective manner.
Prolonging fuel cell stack lifetime based on Pontryagin's Minimum Principle in fuel cell hybrid vehicles and its economic influence evaluation

NASA Astrophysics Data System (ADS)

Zheng, C. H.; Xu, G. Q.; Park, Y. I.; Lim, W. S.; Cha, S. W.

2014-02-01

The lifetime of fuel cell stacks is a major issue currently, especially for automotive applications. In order to take into account the lifetime of fuel cell stacks while considering the fuel consumption minimization in fuel cell hybrid vehicles (FCHVs), a Pontryagin's Minimum Principle (PMP)-based power management strategy is proposed in this research. This strategy has the effect of prolonging the lifetime of fuel cell stacks. However, there is a tradeoff between the fuel cell stack lifetime and the fuel consumption when this strategy is applied to an FCHV. Verifying the positive economic influence of this strategy is necessary in order to demonstrate its superiority. In this research, the economic influence of the proposed strategy is assessed according to an evaluating cost which is dependent on the fuel cell stack cost, the hydrogen cost, the fuel cell stack lifetime, and the lifetime prolonging impact on the fuel cell stack. Simulation results derived from the proposed power management strategy are also used to evaluate the economic influence. As a result, the positive economic influence of the proposed PMP-based power management strategy is proved for both current and future FCHVs.
An innovative demonstration of high power density in a compact MDH (magnetohydrodynamic) generator

NASA Astrophysics Data System (ADS)

Schmidt, H. J.; Lineberry, J. T.; Chapman, J. N.

1990-06-01

The present program was conducted by the University of Tennessee Space Institute (UTSI). It was by its nature a high risk experimental program to demonstrate the feasibility of high power density operation in a laboratory scale combustion driven MHD generator. Maximization of specific energy was not a consideration for the present program, but the results have implications in this regard by virtue of high energy fuel used. The power density is the ratio of the electrical energy output to the internal volume of the generator channel. The MHD process is a volumetric process and the power density is therefore a direct measure of the compactness of the system. Specific energy, is the ratio of the electrical energy output to consumable energy used for its production. The two parameters are conceptually interrelated. To achieve high power density and implied commensurate low system volume and weight, it was necessary to use an energetic fuel. The high energy fuel of choice was a mixture of powdered aluminum and carbon seeded with potassium carbonate and burned with gaseous oxygen. The solid fuel was burned in a hybrid combustion scheme wherein the fuel was cast within a cylindrical combustor in analogy with a solid propellant rocket motor. Experimental data is limited to gross channel output current and voltage, magnetic field strength, fuel and oxidizer flow rates, flow train external temperatures and combustor pressure. Similarly, while instantaneous oxidizer flow rates were measured, only average fuel consumption based on pre and post test component weights and dimensions was possible.
49 CFR 533.4 - Definitions.

Code of Federal Regulations, 2012 CFR

2012-10-01

... or use of fuel injection), and catalyst usage. Limited product line light truck means a light truck..., DEPARTMENT OF TRANSPORTATION LIGHT TRUCK FUEL ECONOMY STANDARDS § 533.4 Definitions. (a) Statutory terms. (1) The terms average fuel economy, average fuel economy standard, fuel economy, import, manufacture...
49 CFR 533.4 - Definitions.

Code of Federal Regulations, 2014 CFR

2014-10-01

... or use of fuel injection), and catalyst usage. Limited product line light truck means a light truck..., DEPARTMENT OF TRANSPORTATION LIGHT TRUCK FUEL ECONOMY STANDARDS § 533.4 Definitions. (a) Statutory terms. (1) The terms average fuel economy, average fuel economy standard, fuel economy, import, manufacture...
Life cycle assessment of camelina oil derived biodiesel and jet fuel in the Canadian Prairies.

PubMed

Li, Xue; Mupondwa, Edmund

2014-05-15

This study evaluated the environmental impact of biodiesel and hydroprocessed renewable jet fuel derived from camelina oil in terms of global warming potential, human health, ecosystem quality, and energy resource consumption. The life cycle inventory is based on production activities in the Canadian Prairies and encompasses activities ranging from agricultural production to oil extraction and fuel conversion. The system expansion method is used in this study to avoid allocation and to credit input energy to co-products associated with the products displaced in the market during camelina oil extraction and fuel processing. This is the preferred allocation method for LCA analysis in the context of most renewable and sustainable energy programs. The results show that greenhouse gas (GHG) emissions from 1 MJ of camelina derived biodiesel ranged from 7.61 to 24.72 g CO2 equivalent and 3.06 to 31.01 kg CO2/MJ equivalent for camelina HRJ fuel. Non-renewable energy consumption for camelina biodiesel ranged from 0.40 to 0.67 MJ/MJ; HRJ fuel ranged from -0.13 to 0.52 MJ/MJ. Camelina oil as a feedstock for fuel production accounted for the highest contribution to overall environmental performance, demonstrating the importance of reducing environmental burdens during the agricultural production process. Attaining higher seed yield would dramatically lower environmental impacts associated with camelina seed, oil, and fuel production. The lower GHG emissions and energy consumption associated with camelina in comparison with other oilseed derived fuel and petroleum fuel make camelina derived fuel from Canadian Prairies environmentally attractive. Crown Copyright © 2014. Published by Elsevier B.V. All rights reserved.
DOE Office of Scientific and Technical Information (OSTI.GOV)

Jama, M.A.

This study sought to examine energy-consumption patterns in a cross section of rural households in Kenya and to analyze how these use patterns relate to socio-economic, demographic, institutional, and energy market factors. The models specified were demands for fuelwood, charcoal, kerosene, commercial heat energy, and aggregate energy. For fuelwood, a probit analysis was utilized to determine the conditional probability of fuelwood consumption and a least-squares regression to determine quantity consumed. Ordinary regression was used to estimate demand for the other fuels. The research indicates that household incomes, family size, improved ceramic stoves, other fuels, and occupation are the most influentialmore » variables on consumption of various fuels. The quantities of fuelwood, charcoal, and kerosene consumed are not very responsive to changes in income. Aggregate energy is income-inelastic and a normal good, while woodfuel and kerosene are inferior products. The model indicates that redirection of a 10% increase in income, so that only the low-income households benefit, would cause only a small, 1% increase in fuelwood consumption.« less
49 CFR 537.9 - Determination of fuel economy values and average fuel economy.

Code of Federal Regulations, 2010 CFR

2010-10-01

... 49 Transportation 6 2010-10-01 2010-10-01 false Determination of fuel economy values and average fuel economy. 537.9 Section 537.9 Transportation Other Regulations Relating to Transportation (Continued) NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AUTOMOTIVE FUEL ECONOMY REPORTS § 537.9 Determination of fuel...

49 CFR 525.2 - Purpose.

Code of Federal Regulations, 2012 CFR

2012-10-01

... OF TRANSPORTATION EXEMPTIONS FROM AVERAGE FUEL ECONOMY STANDARDS § 525.2 Purpose. The purpose of this... automobiles which desire to petition the Administrator for exemption from applicable average fuel economy standards and for establishment of appropriate alternative average fuel economy standards and to give...
49 CFR 525.2 - Purpose.

Code of Federal Regulations, 2014 CFR

2014-10-01

... OF TRANSPORTATION EXEMPTIONS FROM AVERAGE FUEL ECONOMY STANDARDS § 525.2 Purpose. The purpose of this... automobiles which desire to petition the Administrator for exemption from applicable average fuel economy standards and for establishment of appropriate alternative average fuel economy standards and to give...
75 FR 76789 - Regulation of Fuels and Fuel Additives: 2011 Renewable Fuel Standards

Federal Register 2010, 2011, 2012, 2013, 2014

2010-12-09

... have the potential to produce qualifying cellulosic biofuel volumes for consumption as transportation... oxygen content. KiOR currently has a small pilot facility capable of producing 10-15 barrels of bio-crude...
Electric Power Quarterly, January-March 1983

DOE Office of Scientific and Technical Information (OSTI.GOV)

Not Available

1983-07-01

The Electric Power Quarterly (EPQ), a new series in the EIA statistical publications, provides electric utilities' plant-level information about the cost, quantity, and quality of fossil fuel receipts, net generation, fuel consumption and fuel stocks. The EPQ contains monthly data and quarterly totals for the reporting quarter. The data presented in this report were collected and published by the EIA to fulfill its responsibilities as specified in the Federal Energy Administration Act of 1974 (P.L. 93-275). This edition of the EPQ contains monthly data for the first quarter of 1983. In this report, data collected on Form EIA-759 regarding electricmore » utilities' net generation, fuel consumption, and fuel stocks are presented for the first time on a plant-by-plant basis. In addition, quantity, cost, and quality of fossil fuel receipts collected on the Federal Energy Regulatory Commission (FERC) Form 423 are presented on a plant-by-plant basis.« less
Assessment for advanced fuel cycle options in CANDU

DOE Office of Scientific and Technical Information (OSTI.GOV)

Morreale, A.C.; Luxat, J.C.; Friedlander, Y.

2013-07-01

The possible options for advanced fuel cycles in CANDU reactors including actinide burning options and thorium cycles were explored and are feasible options to increase the efficiency of uranium utilization and help close the fuel cycle. The actinide burning TRUMOX approach uses a mixed oxide fuel of reprocessed transuranic actinides from PWR spent fuel blended with natural uranium in the CANDU-900 reactor. This system reduced actinide content by 35% and decreased natural uranium consumption by 24% over a PWR once through cycle. The thorium cycles evaluated used two CANDU-900 units, a generator and a burner unit along with a drivermore » fuel feedstock. The driver fuels included plutonium reprocessed from PWR, from CANDU and low enriched uranium (LEU). All three cycles were effective options and reduced natural uranium consumption over a PWR once through cycle. The LEU driven system saw the largest reduction with a 94% savings while the plutonium driven cycles achieved 75% savings for PWR and 87% for CANDU. The high neutron economy, online fuelling and flexible compact fuel make the CANDU system an ideal reactor platform for many advanced fuel cycles.« less
Factorial analysis of diesel engine performance using different types of biofuels.

PubMed

Tashtoush, Ghassan M; Al-Widyan, Mohamad I; Albatayneh, Aiman M

2007-09-01

In this study, several bio-source-fuels like fresh and waste vegetable oil and waste animal fat were tested at different injector pressures (120, 140, 190, 210 bar) in a direct-injection, naturally aspirated, single-cylinder diesel engine with a design injection pressure of 190 bar. Using 2k factorial analysis, the effect of injection pressure (Pi) and fuel type on three engine parameters, namely, combustion efficiency (etac), mass fuel consumption (mf), and engine speed (N) was examined. It was found that Pi and fuel type significantly affected both etac and mf while they had a slight effect on engine speed. Moreover, with diesel and biodiesels, the etac increased to a maximum at 190 bar but declined at the higher Pi value. In contrast, higher Pi had a favorable effect on etac over the whole Pi range with all the other more viscous fuels tested. In addition, the mass fuel consumption consistently decreased with an increase in Pi for all the fuels including the baseline diesel fuel, with which the engine consistently attained higher etac and higher rpm compared to all the other fuels tested.
Development and mapping of fuel characteristics and associated fire potentials for South America

Treesearch

M. Lucrecia Pettinari; Roger D. Ottmar; Susan J. Prichard; Anne G. Andreu; Emilio Chuvieco

2014-01-01

The characteristics and spatial distribution of fuels are critical for assessing fire hazard, fuel consumption, greenhouse gas emissions and other fire effects. However, fuel maps are difficult to generate and update, because many regions of the world lack fuel descriptions or adequate mapped vegetation attributes to assign these fuelbeds spatially across the landscape...
Fuel Testing for Sylvatex: Cooperative Research and Development Final Report, CRADA Number CRD-16-636

DOE Office of Scientific and Technical Information (OSTI.GOV)

Burton, Jonathan L.

Sylvatex is a green nano-chemistry company that has developed a platform technology utilizing renewable, non-toxic inputs to create a stable nanoparticle that can be used in multiple applications. Their mission is to increase the use of renewables globally, to empower a cleaner and healthier future. The main application is a fuel technology product - MicroX - that utilizes proprietary knowledge to scale low-cost, cleaner-burning renewable diesel fuel and additives by using a co-location commercial model. The aspects of this project will include testing of two Sylvatex MicroX fuels on an engine dynamometer platform. Industry standard ultra-low sulfur diesel (ULSD) B3more » fuel and a ULSD B20 will both be used for comparison of the Sylvatex fuels (U.S. standard diesel fuel at the pump contains an average of approximately 3% biodiesel; this is why B3 would be used as a baseline comparison). Sylvatex is currently using a prototype formulation (MicroX 1) that applies a high cost surfactant. An experimental formulation (MicroX 2) that uses lower cost materials is under development. The MicroX 1 will be blended at a 10% level into the B3 ULSD fuel and the MicroX 2 will be blended at a 10% level into both the B3 and the B20 ULSD fuels for study on the engine dynamometer test platform. All fuel blends will be tested over the FTP transient engine test cycle and a steady state ramped modal engine test cycle. Each test cycle will be performed a minimum of 3 times for each fuel. Tailpipe and/or engine out gaseous exhaust emissions (CO2, CO, NOx, THC, O2,), engine out PM emissions, and brake-specific fuel consumption rates will be evaluated for all test cycles.« less
An evaluation of the carbon balance technique for estimating emission factors and fuel consumption in forest fires

Treesearch

Nelson, Jr. Ralph M.

1982-01-01

Eighteen experimental fires were used to compare measured and calculated values for emission factors and fuel consumption to evaluate the carbon balance technique. The technique is based on a model for the emission factor of carbon dioxide, corrected for the production of other emissions, and which requires measurements of effluent concentrations and air volume in the...
41 CFR 102-34.55 - Are there fleet average fuel economy standards we must meet?

Code of Federal Regulations, 2011 CFR

2011-01-01

... fuel economy standards we must meet? 102-34.55 Section 102-34.55 Public Contracts and Property... average fuel economy standards we must meet? (a) Yes. 49 U.S.C. 32917 and Executive Order 12375 require that each executive agency meet the fleet average fuel economy standards in place as of January 1 of...
41 CFR 102-34.55 - Are there fleet average fuel economy standards we must meet?

Code of Federal Regulations, 2014 CFR

2014-01-01

... fuel economy standards we must meet? 102-34.55 Section 102-34.55 Public Contracts and Property... average fuel economy standards we must meet? (a) Yes. 49 U.S.C. 32917 and Executive Order 12375 require that each executive agency meet the fleet average fuel economy standards in place as of January 1 of...
41 CFR 102-34.55 - Are there fleet average fuel economy standards we must meet?

Code of Federal Regulations, 2012 CFR

2012-01-01

... fuel economy standards we must meet? 102-34.55 Section 102-34.55 Public Contracts and Property... average fuel economy standards we must meet? (a) Yes. 49 U.S.C. 32917 and Executive Order 12375 require that each executive agency meet the fleet average fuel economy standards in place as of January 1 of...
41 CFR 102-34.55 - Are there fleet average fuel economy standards we must meet?

Code of Federal Regulations, 2013 CFR

2013-07-01

... fuel economy standards we must meet? 102-34.55 Section 102-34.55 Public Contracts and Property... average fuel economy standards we must meet? (a) Yes. 49 U.S.C. 32917 and Executive Order 12375 require that each executive agency meet the fleet average fuel economy standards in place as of January 1 of...
10 CFR 490.8 - Replacement fuel production goal.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 10 Energy 3 2014-01-01 2014-01-01 false Replacement fuel production goal. 490.8 Section 490.8 Energy DEPARTMENT OF ENERGY ENERGY CONSERVATION ALTERNATIVE FUEL TRANSPORTATION PROGRAM General... sufficient to replace, on an energy equivalent basis, at least 30 percent of motor fuel consumption in the...
10 CFR 490.8 - Replacement fuel production goal.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 10 Energy 3 2013-01-01 2013-01-01 false Replacement fuel production goal. 490.8 Section 490.8 Energy DEPARTMENT OF ENERGY ENERGY CONSERVATION ALTERNATIVE FUEL TRANSPORTATION PROGRAM General... sufficient to replace, on an energy equivalent basis, at least 30 percent of motor fuel consumption in the...
10 CFR 490.8 - Replacement fuel production goal.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 10 Energy 3 2010-01-01 2010-01-01 false Replacement fuel production goal. 490.8 Section 490.8 Energy DEPARTMENT OF ENERGY ENERGY CONSERVATION ALTERNATIVE FUEL TRANSPORTATION PROGRAM General... sufficient to replace, on an energy equivalent basis, at least 30 percent of motor fuel consumption in the...
10 CFR 490.8 - Replacement fuel production goal.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 10 Energy 3 2011-01-01 2011-01-01 false Replacement fuel production goal. 490.8 Section 490.8 Energy DEPARTMENT OF ENERGY ENERGY CONSERVATION ALTERNATIVE FUEL TRANSPORTATION PROGRAM General... sufficient to replace, on an energy equivalent basis, at least 30 percent of motor fuel consumption in the...
10 CFR 490.8 - Replacement fuel production goal.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 10 Energy 3 2012-01-01 2012-01-01 false Replacement fuel production goal. 490.8 Section 490.8 Energy DEPARTMENT OF ENERGY ENERGY CONSERVATION ALTERNATIVE FUEL TRANSPORTATION PROGRAM General... sufficient to replace, on an energy equivalent basis, at least 30 percent of motor fuel consumption in the...
40 CFR 89.119 - Emission tests.

Code of Federal Regulations, 2012 CFR

2012-07-01

... consumption [G/Kw-hr]. FSF=fuel sulfur weight fraction. (3) Where a manufacturer certifies using test fuel... collected using test fuel with a sulfur content greater than 0.050 weight percent to determine compliance with the Tier 1 PM standards. (4) Where a manufacturer certifies using test fuel with a sulfur content...
40 CFR 89.119 - Emission tests.

Code of Federal Regulations, 2011 CFR

2011-07-01

... consumption [G/Kw-hr]. FSF=fuel sulfur weight fraction. (3) Where a manufacturer certifies using test fuel... collected using test fuel with a sulfur content greater than 0.050 weight percent to determine compliance with the Tier 1 PM standards. (4) Where a manufacturer certifies using test fuel with a sulfur content...

40 CFR 89.119 - Emission tests.

Code of Federal Regulations, 2010 CFR

2010-07-01

... consumption [G/Kw-hr]. FSF=fuel sulfur weight fraction. (3) Where a manufacturer certifies using test fuel... collected using test fuel with a sulfur content greater than 0.050 weight percent to determine compliance with the Tier 1 PM standards. (4) Where a manufacturer certifies using test fuel with a sulfur content...
Effect of energy taxation on fuel choice and emissions (Energiaverojen vaikutus polttoainevalintoihin ja paeaestoeihin). Research notes (in English;Finnish)

DOE Office of Scientific and Technical Information (OSTI.GOV)

Leino, P.; Kosunen, P.; Rauhamaeki, J.

1997-05-01

The aim of the project was to study how various tax models for power plant fuels affect the fuel consumption and emissions of particles, sulphur dioxide (SO{sup 2}), nitrogen oxide (NOx) and carbon dioxide (CO{sup 2}). First, the development of Finnish energy taxation is discussed, followed by a survey of the energy production structure for 1994. For this purpose, it was necessary to prepare a large boiler database, which covers about 95% of the fuel consumption of Finnish energy production. The boiler database was used to calculate the emissions of particles, SO{sup 2}, NOx and CO{sup 2} in 1994. Themore » year 2010 selected under review is the year by which the Ministry of Trade and Industry has prepared their primary energy consumption estimates. Four different alternatives were studied as future tax models. In the first alternative taxation would be as it in years 1995--1996 and in the second alternative taxation would be as 1 January 1997. In the third alternative the Finnish application of EU taxes would be in force in full, i.e., the tax on heavy fuel oil would be 10 US dollars a barrel. In the fourth alternative there would be no taxes on fuels.« less
Minimum Specific Fuel Consumption of a Liquid-Cooled Multicylinder Aircraft Engine as Affected by Compression Ratio and Engine Operating Conditions

NASA Technical Reports Server (NTRS)

Brun, Rinaldo J.; Feder, Melvin S.; Harries, Myron L.

1947-01-01

An investigation was conducted on a 12-cylinder V-type liquid-cooled aircraft engine of 1710-cubic-inch displacement to determine the minimum specific fuel consumption at constant cruising engine speed and compression ratios of 6.65, 7.93, and 9.68. At each compression ratio, the effect.of the following variables was investigated at manifold pressures of 28, 34, 40, and 50 inches of mercury absolute: temperature of the inlet-air to the auxiliary-stage supercharger, fuel-air ratio, and spark advance. Standard sea-level atmospheric pressure was maintained at the auxiliary-stage supercharger inlet and the exhaust pressure was atmospheric. Advancing the spark timing from 34 deg and 28 deg B.T.C. (exhaust and intake, respectively) to 42 deg and 36 deg B.T.C. at a compression ratio of 6.65 resulted in a decrease of approximately 3 percent in brake specific fuel consumption. Further decreases in brake specific fuel consumption of 10.5 to 14.1 percent (depending on power level) were observed as the compression ratio was increased from 6.65 to 9.68, maintaining at each compression ratio the spark advance required for maximum torque at a fuel-air ratio of 0.06. This increase in compression ratio with a power output of 0.585 horsepower per cubic inch required a change from . a fuel- lend of 6-percent triptane with 94-percent 68--R fuel at a compression ratio of 6.65 to a fuel blend of 58-percent, triptane with 42-percent 28-R fuel at a compression ratio of 9.68 to provide for knock-free engine operation. As an aid in the evaluation of engine mechanical endurance, peak cylinder pressures were measured on a single-cylinder engine at several operating conditions. Peak cylinder pressures of 1900 pounds per square inch can be expected at a compression ratio of 9.68 and an indicated mean effective pressure of 320 pounds per square inch. The engine durability was considerably reduced at these conditions.
Fuel Cost Estimation for Sumatra Grid System

NASA Astrophysics Data System (ADS)

Liun, Edwaren

2010-06-01

Sumatra has a high growth rate electricity energy demand from the first decade in this century. At the medium of this decade the growth is 11% per annum. On the other side capability of Government of Indonesia cq. PLN authority is limited, while many and most old existing power plants will be retired. The electricity demand growth of Sumatra is increasing the fuel consumption for several next decades. Based on several cases by vary growth scenarios and economic parameters, it shown that some kinds of fossil fuel keep to be required until next several decades. Although Sumatra has abundant coal resource, however, the other fuel types such as fuel oil, diesel, gas and nuclear are needed. On the Base Scenario and discount rate of 10%, the Sumatra System will require 11.6 million tones of coal until 2030 producing 866 TWh with cost of US10558 million. Nuclear plants produce about 501 TWh or 32% by cost of US3.1 billion. On the High Scenario and discount rate 10%, the coal consumption becomes 486.6 million tones by fuel cost of US12.7 billion producing 1033 TWh electricity energy. Nuclear fuel cost required in this scenario is US7.06 billion. The other fuel in large amount consumed is natural gas for combined cycle plants by cost of US1.38 billion producing 11.7 TWh of electricity energy on the Base Scenario and discount rate of 10%. In the High Scenario and discount rate 10% coal plants take role in power generation in Sumatra producing about 866 TWh or 54% of electricity energy. Coal consumption will be the highest on the Base Scenario with discount rate of 12% producing 756 TWh and required cost of US17.1 billion. Nuclear plants will not applicable in this scenario due to its un-competitiveness. The fuel cost will depend on nuclear power role in Sumatra system. Fuel cost will increase correspond to the increasing of coal consumption on the case where nuclear power plants not appear.
49 CFR 537.4 - Definitions.

Code of Federal Regulations, 2010 CFR

2010-10-01

..., DEPARTMENT OF TRANSPORTATION AUTOMOTIVE FUEL ECONOMY REPORTS § 537.4 Definitions. (a) Statutory terms. (1) The terms average fuel economy standard, fuel, manufacture, and model year are used as defined in... accordance with part 529 of this chapter. (3) The terms average fuel economy, fuel economy, and model type...
49 CFR 531.5 - Fuel economy standards.

Code of Federal Regulations, 2011 CFR

2011-10-01

... ADMINISTRATION, DEPARTMENT OF TRANSPORTATION PASSENGER AUTOMOBILE AVERAGE FUEL ECONOMY STANDARDS § 531.5 Fuel... automobiles shall comply with the average fuel economy standards in Table I, expressed in miles per gallon, in... passenger automobile fleet shall comply with the fuel economy level calculated for that model year according...
49 CFR 531.5 - Fuel economy standards.

Code of Federal Regulations, 2012 CFR

2012-10-01

... ADMINISTRATION, DEPARTMENT OF TRANSPORTATION PASSENGER AUTOMOBILE AVERAGE FUEL ECONOMY STANDARDS § 531.5 Fuel... automobiles shall comply with the average fuel economy standards in Table I, expressed in miles per gallon, in... passenger automobile fleet shall comply with the fuel economy level calculated for that model year according...
Military utility of very large airplanes and alternative fuels

DOE Office of Scientific and Technical Information (OSTI.GOV)

Mikolowsky, W.T.; Noggle, L.W.; Stanley, W.L.

1977-09-01

Synthetic chemical fuels and nuclear fuels were evaluated for use in very large airplanes (VLA's). Candidate fuels included synthetic jet fuel, liquid hydrogen, liquid methane, methanol, ethanol, ammonia, and gasoline. Airplane life-cycle costs and life-cycle energy consumption are estimated, and energy and cost effectiveness are evaluated. It is concluded that a synthetic conventional hydrocarbon jet fuel remains the most attractive for military aircraft. (PMA)
California motor vehicle stock, travel, and fuel forecasts documents

DOT National Transportation Integrated Search

2005-12-30

This is the twenty-first of a series of California Motor Vehicle Stock, Travel and Fuel : Forecast (MVSTAFF) reports. These reports provide historical estimates and forecasts of : the number of registered vehicles, miles of travel, fuel consumption, ...
Method of controlling injection of oxygen into hydrogen-rich fuel cell feed stream

DOEpatents

Meltser, Mark Alexander; Gutowski, Stanley; Weisbrod, Kirk

2001-01-01

A method of operating a H.sub.2 --O.sub.2 fuel cell fueled by hydrogen-rich fuel stream containing CO. The CO content is reduced to acceptable levels by injecting oxygen into the fuel gas stream. The amount of oxygen injected is controlled in relation to the CO content of the fuel gas, by a control strategy that involves (a) determining the CO content of the fuel stream at a first injection rate, (b) increasing the O.sub.2 injection rate, (c) determining the CO content of the stream at the higher injection rate, (d) further increasing the O.sub.2 injection rate if the second measured CO content is lower than the first measured CO content or reducing the O.sub.2 injection rate if the second measured CO content is greater than the first measured CO content, and (e) repeating steps a-d as needed to optimize CO consumption and minimize H.sub.2 consumption.
DOE Office of Scientific and Technical Information (OSTI.GOV)

Lampert, David J.; Cai, Hao; Wang, Zhichao

The production of all forms of energy consumes water. To meet increased energy demands, it is essential to quantify the amount of water consumed in the production of different forms of energy. By analyzing the water consumed in different technologies, it is possible to identify areas for improvement in water conservation and reduce water stress in energy-producing regions. The transportation sector is a major consumer of energy in the United States. Because of the relationships between water and energy, the sustainability of transportation is tied to management of water resources. Assessment of water consumption throughout the life cycle of amore » fuel is necessary to understand its water resource implications. To perform a comparative life cycle assessment of transportation fuels, it is necessary first to develop an inventory of the water consumed in each process in each production supply chain. The Greenhouse Gases, Regulated Emissions, and Energy Use in Transportation (GREET) model is an analytical tool that can used to estimate the full life-cycle environmental impacts of various transportation fuel pathways from wells to wheels. GREET is currently being expanded to include water consumption as a sustainability metric. The purpose of this report was to document data sources and methodologies to estimate water consumption factors (WCF) for the various transportation fuel pathways in GREET. WCFs reflect the quantity of freshwater directly consumed per unit production for various production processes in GREET. These factors do not include consumption of precipitation or low-quality water (e.g., seawater) and reflect only water that is consumed (i.e., not returned to the source from which it was withdrawn). The data in the report can be combined with GREET to compare the life cycle water consumption for different transportation fuels.« less
Air pollutants and toxic emissions of various mileage motorcycles for ECE driving cycles

NASA Astrophysics Data System (ADS)

Tsai, Jiun-Horng; Huang, Pei-Hsiu; Chiang, Hung-Lung

2017-03-01

Motorcycles were selected to determine their fuel consumption and exhaust emissions following ECE driving cycles. Exhaust constituents including CO2, CO, NOx, total hydrocarbons (THC) and hydrocarbon species (27 paraffins, 9 olefins, 16 aromatics and 15 carbonyls) were investigated for this work. The age of 10- 90% of the selected motorcycles ranged from 2.5 to 12.4 years, and their mileage ranged from 5400 to 39,300 km. CO emission ranged from 1.4 to 6.4 g/km (median value: 2.98 g/km), THC from 0.41 to 1.54 g/km (median value: 0.98 g/km), NOx from 0.16 to 0.28 g/km (median value: 0.21 g/km), CO2 from 58.9 to 62.2 g/km (median value: 60.5 g/km) and fuel consumption from 30.7 to 36.4 km/L (median value: 33.4 km/L), corresponding to the percentage cumulative data from 10 to 90% of the selected motorcycles. Results indicated that the motorcycle exhaust emission and fuel consumption depended on their mileage and ages. An increase in mileage of 1000 km resulted in an increase of 103 mg for CO emission and 14.7 mg for hydrocarbon emission and a reduction of 1.52 mg NOx emission and 0.11 km per liter fuel consumption. For various VOC groups, a mileage increase of 1000 km corresponding to the increased exhaust emission of paraffins was 6.71 mg, olefins 1.90 mg, aromatics 7.04 mg, carbonyls 0.283 mg and 67 VOC species 15.9 mg. Fuel consumption and emissions of CO and hydrocarbon increased in motorcycles over the guaranteed mileage of 15,000 km.
10 CFR 611.2 - Definitions.

Code of Federal Regulations, 2010 CFR

2010-01-01

... both subpart A and subpart B. Adjusted average fuel economy means a harmonic production weighted average of the combined fuel economy of all vehicles in a fleet, which were subject to CAFE. Advanced... (3) At least 125 percent of the harmonic production weighted average combined fuel economy, for...
Exploring Telematics Big Data for Truck Platooning Opportunities

DOE Office of Scientific and Technical Information (OSTI.GOV)

Lammert, Michael P; Bugbee, Bruce; Hou, Yi

NREL completed a temporal and geospatial analysis of telematics data to estimate the fraction of platoonable miles traveled by class 8 tractor trailers currently in operation. This paper discusses the value and limitations of very large but low time-resolution data sets, and the fuel consumption reduction opportunities from large scale adoption of platooning technology for class 8 highway vehicles in the US based on telematics data. The telematics data set consist of about 57,000 unique vehicles traveling over 210 million miles combined during a two-week period. 75% of the total fuel consumption result from vehicles operating in top gear, suggestingmore » heavy highway utilization. The data is at a one-hour resolution, resulting in a significant fraction of data be uncategorizable, yet significant value can still be extracted from the remaining data. Multiple analysis methods to estimate platoonable miles are discussed. Results indicate that 63% of total miles driven at known hourly-average speeds happens at speeds amenable to platooning. When also considering availability of nearby partner vehicles, results indicate 55.7% of all classifiable miles driven were platoonable. Analysis also address the availability of numerous partners enabling platoons greater than 2 trucks and the percentage of trucks that would be required to be equipped with platooning equipment to realize more than 50% of the possible savings.« less
The distribution of Δ14C in Korea from 2010 to 2013

NASA Astrophysics Data System (ADS)

Park, J. H.; Hong, W.; Xu, X.; Park, G.; Sung, K. S.; Sung, Kilho; Lee, Jong-geol; Nakanishi, T.; Park, Hyo-Seok

2015-10-01

Δ14C values of leaves of a deciduous tree record to those of atmospheric CO2 within error and were used to map out Δ14C distribution in Korea. We collected ginkgo (Ginkgo biloba Linnaeus, a deciduous tree) leaf samples in mid-June to early July from 2009 to 2013 in Korea to obtain the regional distribution of Δ14C. Commonly CO2 emitted from fossil fuel consumption dilutes atmospheric 14C, while operations and accidents at nuclear power plants can increase it. The distribution maps of Δ14C from 2010 to 2013 in Korea shows that Δ14C values in the northwestern and southeastern parts of Korea are lower than those of the other parts of Korea, which is consistent with the population and industry patterns. Decrease rates of annually averaged Δ14C values in Korea over the study period are larger than those of Pt. Barrow, Alaska, USA (71.3°N, 156.5°W), so the difference between them and those of Pt. Barrow, Alaska, USA became larger annually. This may be due to the increase in fossil fuel consumption in Korea and China. The decrease rate between 2010 and 2011 was smaller than in other years. This could be the effect of the Fukushima power plant accident which occurred in March 11, 2011, but further study is needed to clarify it.
Spatial and temporal variation of emission inventories for historical anthropogenic NMVOCs in China

NASA Astrophysics Data System (ADS)

Bo, Y.; Cai, H.; Xie, S. D.

2008-06-01

Multiyear emission inventories of anthropogenic NMVOCs in China for 1980-2005 were compiled based on time-varying statistical data, literature surveyed and model calculated emission factors, and were gridded at a high spatial resolution of 40 km×40 km using the GIS methodology. Chinese NMVOCs emissions had increased by 4.3 times at an annual average rate of 10.7% from 3.92 Tg in 1980 to 16.5 Tg in 2005. Vehicles, biomass burning, industrial processes, fossil fuel combustion, solvent utilization, and storage and transport generated 5.49 Tg, 3.91 Tg, 2.76 Tg, 1.98 Tg, 1.87 Tg, and 0.55 Tg of NMVOCs, respectively. Motorcycles, biofuel burning, heavy-duty vehicles, synthetic fibre production, biomass open burning, and industrial and commercial consumption were primary emission sources. Besides, from 1980 to 2005, vehicle emission increased notably from 6% to 33%, along with a slight increase for fossil fuel combustion from 9% to 12% and for industrial processes from 11% to 17%. Meanwhile, biomass burning emission decreased from 41% to 23%, along with the decrease of storage and transport and solvent utilization from 9% to 3% and from 28% to 11%, respectively. Varieties of NMVOCs emissions coincided well with China's economic growth. Conversions in economic structure and adjustment of fuel consumption structure in China during the period were the reasons for conspicuous variation of source contributions. The developed eastern and coastal regions produced more emissions than the relatively underdeveloped western and inland regions. Particularly, southeastern, northern, and central China covering 35% of China's territory, generated 59% of the total emissions, while the populous capital cities covering merely 4.5% of China's territory, accounted for 25% of the national emissions. Moreover, rural areas also experienced emission growth during the past two and a half decades, the reason of which was transfer of emission-intensive plants from city to county, inefficient fuel utilization, and biomass burning.
Prediction and optimization of CI engine performance fuelled with Calophyllum inophyllum diesel blend using response surface methodology (RSM).

PubMed

Venugopal, Paramaguru; Kasimani, Ramesh; Chinnasamy, Suresh

2018-06-21

The transportation demand in India is increasing tremendously, which arouses the energy consumption by 4.1 to 6.1% increases each year from 2010 to 2050. In addition, the private vehicle ownership keeps on increasing almost 10% per year during the last decade and reaches 213 million tons of oil consumption in 2016. Thus, this makes India the third largest importer of crude oil in the world. Because of this problem, there is a need of promoting the alternative fuels (biodiesel) which are from different feedstocks for the transportation. This alternative fuel has better emission characteristics compared to neat diesel, hence the biodiesel can be used as direct alternative for diesel and it can also be blended with diesel to get better performance. However, the effect of compression ratio, injection timing, injection pressure, composition-blend ratio and air-fuel ratio, and the shape of the cylinder may affect the performance and emission characteristics of the diesel engine. This article deals with the effect of compression ratio in the performance of the engine while using Honne oil diesel blend and also to find out the optimum compression ratio. So the experimentations are conducted using Honne oil diesel blend-fueled CI engine at variable load conditions and at constant speed operations. In order to find out the optimum compression ratio, experiments are carried out on a single-cylinder, four-stroke variable compression ratio diesel engine, and it is found that 18:1 compression ratio gives better performance than the lower compression ratios. Engine performance tests were carried out at different compression ratio values. Using experimental data, regression model was developed and the values were predicted using response surface methodology. Then the predicted values were validated with the experimental results and a maximum error percentage of 6.057 with an average percentage of error as 3.57 were obtained. The optimum numeric factors for different responses were also selected using RSM.
A Study on Vehicle Emission Factor Correction Based on Fuel Consumption Measurement

NASA Astrophysics Data System (ADS)

Wang, Xiaoning; Li, Meng; Peng, Bo

2018-01-01

The objective of this study is to address the problem of obvious differences between the calculated and measured emissions of pollutants from motor vehicle by using the existing "Environmental Impact Assessment Specification of Highway Construction Projects". First, a field study collects the vehicle composition ratio, speed, slope, fuel consumption and other essential data. Considering practical applications, the emission factors corresponding to 40km/h and 110km/h and 120km/h velocity are introduced by data fitting. Then, the emission factors of motor vehicle are revised based on the measured fuel consumption, and the pollutant emission modified formula was calculated and compared with the standard recommendation formula. The results show the error between calculated and measured values are within 5%, which can better reflect the actual discharge of the motor vehicle.
Dataset for analysing the relationships among economic growth, fossil fuel and non-fossil fuel consumption.

PubMed

Asafu-Adjaye, John; Byrne, Dominic; Alvarez, Maximiliano

2017-02-01

The data presented in this article are related to the research article entitled 'Economic Growth, Fossil Fuel and Non-Fossil Consumption: A Pooled Mean Group Analysis using Proxies for Capital' (J. Asafu-Adjaye, D. Byrne, M. Alvarez, 2016) [1]. This article describes data modified from three publicly available data sources: the World Bank׳s World Development Indicators (http://databank.worldbank.org/data/reports.aspx?source=world-development-indicators), the U.S. Energy Information Administration׳s International Energy Statistics (http://www.eia.gov/cfapps/ipdbproject/IEDIndex3.cfm?tid=44&pid=44&aid=2) and the Barro-Lee Educational Attainment Dataset (http://www.barrolee.com). These data can be used to examine the relationships between economic growth and different forms of energy consumption. The dataset is made publicly available to promote further analyses.
Energy and resource consumption

NASA Technical Reports Server (NTRS)

1973-01-01

The present and projected energy requirements for the United States are discussed. The energy consumption and demand sectors are divided into the categories: residential and commercial, transportation, and industrial and electrical generation (utilities). All sectors except electrical generation use varying amounts of fossile fuel resources for non-energy purposes. The highest percentage of non-energy use by sector is industrial with 71.3 percent. The household and commercial sector uses 28.4 percent, and transportation about 0.3 percent. Graphs are developed to project fossil fuel demands for non-energy purposes and the perdentage of the total fossil fuel used for non-energy needs.

76 FR 59922 - Greenhouse Gas Emissions Standards and Fuel Efficiency Standards for Medium- and Heavy-Duty...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-09-28

... the document is a factor of 8,887 grams of CO 2 per gallon of gasoline for conversion of gasoline fuel...-ignition vehicles and alternative fuel spark- ignition vehicles. CO 2 emissions test group result (grams per mile)/8,887 grams per gallon of gasoline fuel) x (10\\2\\) = Fuel consumption test group result...
Electric Power Quarterly, October-December 1983

DOE Office of Scientific and Technical Information (OSTI.GOV)

Not Available

1984-04-01

The Electric Power Quarterly (EPQ) provides comprehensive information about the electric utilities' cost, quantity, and quality of fossil fuel receipts, net generation, fuel consumption, and fuel stocks on a plant and company level, as well as State, census region, and national aggregates.
Effect of anhydrous ethanol/gasoline blends on performance and exhaust emissions of spark-ignited non-road engines.

PubMed

Ribeiro, Camilo Bastos; Martins, Kelly Geronazzo; Gueri, Matheus Vitor Diniz; Pavanello, Guilherme Pozzobom; Schirmer, Waldir Nagel

2018-06-12

Ethanol is a renewable fuel and it is considered an alternative to gasoline in Otto-cycle engines. The present study evaluated the behavior of exhaustion gas carbon monoxide (CO) and total hydrocarbons (THC) according to the levels of anhydrous ethyl alcohol (AEA) added to gasoline in different proportions (E0, E10, E20, E27, that is, pure gasoline and its blends with AEA at 10, 20, and 27% v/v) in the use of non-road single cylinder engines of different powers (13 and 6.5 hp), to the loads applied to engine-generators and the air-fuel ratio (A/F) admitted to the engine cylinders. Also, the performance of engine-generators was verified in terms of mass, specific and energetic consumption and efficiency of the evaluated systems for the same blends and loads. The results showed that an increase in the AEA content in the blend resulted in significant drops in CO and THC concentrations for both engine-generators, while fuel consumption showed a slight upward trend; the increases in applied loads resulted in an increase in CO and THC concentrations and fuel consumption. In general, a higher AEA content (oxygenated) in the blends had a greater effect on gaseous emissions compared to the effect on consumption and system efficiency.
Estimation of Anthropogenic Heat Emissions in Delhi, India and Their Role in Urban Heat Island Effect

NASA Astrophysics Data System (ADS)

Bhati, S.; Mohan, M.

2016-12-01

Energy consumption in the urban environment impacts the urban surface energy budget and leads to the emission of anthropogenic sensible heat into the atmosphere. Anthropogenic heat (AH) can vary both in time and space, and are not readily measured. In present study, anthropogenic heat emissions have been estimated using an inventory approach for Delhi. The main sources that have been considered are electricity consumption, vehicular emissions, fuel consumption in domestic sector and waste heat from power plants. Total estimated anthropogenic heat is apportioned gridwise (2 km2) and incorporated in the WRF (version 3.5) model coupled with single-layer Urban canopy model (UCM) to assess the impact of these emissions on urban heat island effect in Delhi. Vehicular emissions have been found to be highest contributor to anthropogenic heat emissions (47%) followed by electricity consumption (28%), domestic fuel consumption (16%) and waste heat from power plants (9%). Highest annual average anthropogenic heat flux was estimated to be 25.2 Wm-2. High flux zones are observed in east Delhi and densely occupied and commercial zones of Sitaram Bazar and Connaught Place. Inclusion of anthropogenic heat emissions in the model improves model performance for near surface temperature as well as urban heat island intensities. Maximum simulated night-time UHI improves from 5.95°C (without AH) to 6.24°C (with AH) against observed value of 6.68°C, thereby indicating positive contribution of anthropogenic heat emissions along with urban canopy towards UHI effect in Delhi. Similarly, spatial distribution and UHI hotspots are found to be comparatively closer to corresponding observed distribution and hotspots with anthropogenic heat emissions being added to the WRF model. Overall, relatively improved model performance is indicative of the impact of anthropogenic heat emissions in local urban meteorology and urban heat island effect in Delhi. Hence, rising population and change in land use-cover and associated anthropogenic activities call for strategic mitigation measures in the city to prevent further strengthening of heat island effect.
Human Appropriation of Net Primary Production - Can Earth Keep Up?

NASA Technical Reports Server (NTRS)

Imhoff, Marc L.

2006-01-01

The amount of Earth's vegetation or net primary production required to support human activities is powerful measure of aggregate human impacts on the biosphere. Biophysical models applied to consumption statistics were used to estimate the annual amount of net primary production in the form of elemental carbon required for food, fibre, and fuel-wood by the global population. The calculations were then compared to satellite-based estimates of Earth's average net primary production to produce a geographically explicit balance sheet of net primary production "supply" and "demand". Humans consume 20% of Earth's net primary production (11.5 petagrams carbon) annually and this percentage varies regionally from 6% (South America) to over 70% (Europe and Asia), and locally from near 0% (central Australia) to over 30,000% (New York City, USA). The uneven footprint of human consumption and related environmental impacts, indicate the degree to which human populations are vulnerable to climate change and suggest policy options for slowing future growth of NPP demand.
Green Routing Fuel Saving Opportunity Assessment: A Case Study on California Large-Scale Real-World Travel Data: Preprint

DOE Office of Scientific and Technical Information (OSTI.GOV)

Zhu, Lei; Holden, Jacob; Gonder, Jeff

New technologies, such as connected and automated vehicles, have attracted more and more researchers for improving the energy efficiency and environmental impact of current transportation systems. The green routing strategy instructs a vehicle to select the most fuel-efficient route before the vehicle departs. It benefits the current transportation system with fuel saving opportunity through identifying the greenest route. This paper introduces an evaluation framework for estimating benefits of green routing based on large-scale, real-world travel data. The framework has the capability to quantify fuel savings by estimating the fuel consumption of actual routes and comparing to routes procured by navigationmore » systems. A route-based fuel consumption estimation model, considering road traffic conditions, functional class, and road grade is proposed and used in the framework. An experiment using a large-scale data set from the California Household Travel Survey global positioning system trajectory data base indicates that 31% of actual routes have fuel savings potential with a cumulative estimated fuel savings of 12%.« less
Green Routing Fuel Saving Opportunity Assessment: A Case Study on California Large-Scale Real-World Travel Data

DOE Office of Scientific and Technical Information (OSTI.GOV)

Zhu, Lei; Holden, Jacob; Gonder, Jeffrey D

New technologies, such as connected and automated vehicles, have attracted more and more researchers for improving the energy efficiency and environmental impact of current transportation systems. The green routing strategy instructs a vehicle to select the most fuel-efficient route before the vehicle departs. It benefits the current transportation system with fuel saving opportunity through identifying the greenest route. This paper introduces an evaluation framework for estimating benefits of green routing based on large-scale, real-world travel data. The framework has the capability to quantify fuel savings by estimating the fuel consumption of actual routes and comparing to routes procured by navigationmore » systems. A route-based fuel consumption estimation model, considering road traffic conditions, functional class, and road grade is proposed and used in the framework. An experiment using a large-scale data set from the California Household Travel Survey global positioning system trajectory data base indicates that 31% of actual routes have fuel savings potential with a cumulative estimated fuel savings of 12%.« less
Experimental study on the particulate matter and nitrogenous compounds from diesel engine retrofitted with DOC+CDPF+SCR

NASA Astrophysics Data System (ADS)

Zhang, Yunhua; Lou, Diming; Tan, Piqiang; Hu, Zhiyuan

2018-03-01

The increasingly stringent emission regulations will mandate the retrofit of after-treatment devices for in-use diesel vehicles, in order to reduce their substantial particulate matter and nitrogen oxides (NOX) emissions. In this paper, a combination of DOC (diesel oxidation catalyst), CDPF (catalytic diesel particulate filter) and SCR (selective catalytic reduction) retrofit for a heavy-duty diesel engine was employed to perform experiment on the engine test bench to evaluate the effects on the particulate matter emissions including particle number (PN), particle mass (PM), particle size distributions and nitrogenous compounds emissions including NOX, nitrogen dioxide (NO2)/NOX, nitrous oxide (N2O) and ammonia (NH3) slip. In addition, the urea injection was also of our concern. The results showed that the DOC+CDPF+SCR retrofit almost had no adverse effect on the engine power and fuel consumption. Under the test loads, the upstream DOC and CDPF reduced the PN and PM by an average of 91.6% and 90.9%, respectively. While the downstream SCR brought about an average decrease of 85% NOX. Both PM and NOX emission factors based on this retrofit were lower than China-Ⅳ limits (ESC), and even lower than China-Ⅴ limits (ESC) at medium and high loads. The DOC and CDPF changed the particle size distributions, leading to the increase in the proportion of accumulation mode particles and the decrease in the percentage of nuclear mode particles. This indicates that the effect of DOC and CDPF on nuclear mode particles was better than that of accumulation mode ones. The upstream DOC could increase the NO2/NOX ratio to 40%, higher NO2/NOX ratio improved the efficiency of CDPF and SCR. Besides, the N2O emission increased by an average of 2.58 times after the retrofit and NH3 slip occurred with the average of 26.7 ppm. The rate of urea injection was roughly equal to 8% of the fuel consumption rate. The DOC+CDPF+SCR retrofit was proved a feasible and effective measurement in terms of reducing particulate emissions and NOX simultaneously for in-use engine. However, it also resulted in higher N2O emission, NH3 slip as well as urea injecting strategy problem which should be of further concern.
Large reductions in urban black carbon concentrations in the United States between 1965 and 2000

NASA Astrophysics Data System (ADS)

Kirchstetter, Thomas W.; Preble, Chelsea V.; Hadley, Odelle L.; Bond, Tami C.; Apte, Joshua S.

2017-02-01

Long-term pollutant concentration trends can be useful for evaluating air quality effects of emission controls and historical transitions in energy sources. We employed archival records of coefficient of haze (COH), a now-retired measure of light-absorbing particulate matter, to re-construct historical black carbon (BC) concentrations at urban locations in the United States (U.S.). The following relationship between COH and BC was determined by reinstating into service COH monitors beside aethalometers for two years in Vallejo and one year in San Jose, California: BC (μg m-3) = 6.7COH + 0.1, R2 = 0.9. Estimated BC concentrations in ten states stretching from the East to West Coast decreased markedly between 1965 and 1980: 5-fold in Illinois, Ohio, and Virginia, 4-fold in Missouri, and 2.5-fold in Pennsylvania. Over the period from the mid-1960s to the early 2000s, annual average BC concentrations in New Jersey and California decreased from 13 to 2 μg m-3 and 4 to 1 μg m-3, respectively, despite concurrent increases in fossil fuel consumption from 1.6 to 2.1 EJ (EJ = 1018 J) in New Jersey and 4.2 to 6.4 EJ in California. New Jersey's greater reliance on BC-producing heavy fuel oils and coal in the 1960s and early 1970s and subsequent transition to cleaner fuels explains why the decrease was larger in New Jersey than California. Patterns in seasonal and weekly BC concentrations and energy consumption trends together indicate that reducing wintertime emissions - namely substituting natural gas and electricity for heavy fuel oil in the residential sector - and decreasing emissions from diesel vehicles contributed to lower ambient BC concentrations. Over the period of study, declining concentrations of BC, a potent and short-lived climate warming pollutant, contrast increasing fossil fuel carbon dioxide (CO2) emissions in the U.S. Declining BC emissions may have had the benefit of mitigating some atmospheric warming driven by increased CO2 emissions with complementary health benefits.
40 CFR 98.163 - Calculating GHG emissions.

Code of Federal Regulations, 2010 CFR

2010-07-01

... atmospheric pressure) of fuel and feedstock). CCn = Average carbon content of the gaseous fuel and feedstock, from the results of one or more analyses for month n (kg carbon per kg of fuel and feedstock). MW... fuel and feedstock). CCn = Average carbon content of the liquid fuel and feedstock, from the results of...
Department of Transportation, National Highway Traffic Safety Administration : light truck average fuel economy standard, model year 1999

DOT National Transportation Integrated Search

1997-04-18

Section 32902(a) of title 49, United States Code, requires the Secretary of Transportation to prescribe by regulation, at least 18 months in advance of each model year, average fuel economy standards (known as "Corporate Average Fuel Economy" or "CAF...
40 CFR 600.510-08 - Calculation of average fuel economy.

Code of Federal Regulations, 2011 CFR

2011-07-01

... Regulations for Model Year 1978 Passenger Automobiles and for 1979 and Later Model Year Automobiles (Light Trucks and Passenger Automobiles)-Procedures for Determining Manufacturer's Average Fuel Economy and...) Average fuel economy will be calculated to the nearest 0.1 mpg for the classes of automobiles identified...
40 CFR 600.510-86 - Calculation of average fuel economy.

Code of Federal Regulations, 2011 CFR

2011-07-01

... Regulations for Model Year 1978 Passenger Automobiles and for 1979 and Later Model Year Automobiles (Light Trucks and Passenger Automobiles)-Procedures for Determining Manufacturer's Average Fuel Economy and...) Average fuel economy will be calculated to the nearest 0.1 mpg for the classes of automobiles identified...
40 CFR 600.510-93 - Calculation of average fuel economy.

Code of Federal Regulations, 2011 CFR

2011-07-01

... Regulations for Model Year 1978 Passenger Automobiles and for 1979 and Later Model Year Automobiles (Light Trucks and Passenger Automobiles)-Procedures for Determining Manufacturer's Average Fuel Economy and...) Average fuel economy will be calculated to the nearest 0.1 mpg for the classes of automobiles identified...
Water Consumption in the Production of Ethanol and Petroleum Gasoline

NASA Astrophysics Data System (ADS)

Wu, May; Mintz, Marianne; Wang, Michael; Arora, Salil

2009-11-01

We assessed current water consumption during liquid fuel production, evaluating major steps of fuel lifecycle for five fuel pathways: bioethanol from corn, bioethanol from cellulosic feedstocks, gasoline from U.S. conventional crude obtained from onshore wells, gasoline from Saudi Arabian crude, and gasoline from Canadian oil sands. Our analysis revealed that the amount of irrigation water used to grow biofuel feedstocks varies significantly from one region to another and that water consumption for biofuel production varies with processing technology. In oil exploration and production, water consumption depends on the source and location of crude, the recovery technology, and the amount of produced water re-injected for oil recovery. Our results also indicate that crop irrigation is the most important factor determining water consumption in the production of corn ethanol. Nearly 70% of U.S. corn used for ethanol is produced in regions where 10-17 liters of water are consumed to produce one liter of ethanol. Ethanol production plants are less water intensive and there is a downward trend in water consumption. Water requirements for switchgrass ethanol production vary from 1.9 to 9.8 liters for each liter of ethanol produced. We found that water is consumed at a rate of 2.8-6.6 liters for each liter of gasoline produced for more than 90% of crude oil obtained from conventional onshore sources in the U.S. and more than half of crude oil imported from Saudi Arabia. For more than 55% of crude oil from Canadian oil sands, about 5.2 liters of water are consumed for each liter of gasoline produced. Our analysis highlighted the vital importance of water management during the feedstock production and conversion stage of the fuel lifecycle.
Study of Technological Improvements to Optimize Truck Configurations for Fuel Economy

DOT National Transportation Integrated Search

1975-09-01

The truck types that accounted for most of the fuel consumed were identified and modeled by computer analysis. Baseline fuel consumption was calculated for the major truck types over specific duty cycles. Design improvements in the truck were then mo...
Georgia fishery study: implications for dose calculations. Revision 1

DOE Office of Scientific and Technical Information (OSTI.GOV)

Turcotte, M.D.S.

Fish consumption will contribute a major portion of the estimated individual and population doses from L-Reactor liquid releases and Cs-137 remobilization in Steel Creek. It is therefore important that the values for fish consumption used in dose calculations be as realistic as possible. Since publication of the L-Reactor Environmental Information Document (EID), data have become available on sport fishing in the Savannah River. These data provide SRP with a site-specific sport fish harvest and consumption values for use in dose calculations. The Georgia fishery data support the total population fish consumption and calculated dose reported in the EID. The datamore » indicate, however, that both the EID average and maximum individual fish consumption have been underestimated, although each to a different degree. The average fish consumption value used in the EID is approximately 3% below the lower limit of the fish consumption range calculated using the Georgia data. Maximum fish consumption in the EID has been underestimated by approximately 60%, and doses to the maximum individual should also be recalculated. Future dose calculations should utilize an average adult fish consumption value of 11.3 kg/yr, and a maximum adult fish consumption value of 34 kg/yr. Consumption values for the teen and child age groups should be increased proportionally: (1) teen average = 8.5; maximum = 25.9 kg/yr; and (2) child average = 3.6; maximum = 11.2 kg/yr. 8 refs.« less
Denton, Texas: Using Transportation Data to Reduce Fuel Consumption (City Energy: From Data to Decisions)

DOE Office of Scientific and Technical Information (OSTI.GOV)

Office of Strategic Programs, Strategic Priorities and Impact Analysis Team

This fact sheet "Denton, Texas: Using Transportation Data to Reduce Fuel Consumption" explains how the City of Denton used data from the U.S. Department of Energy's Cities Leading through Energy Analysis and Planning (Cities-LEAP) and the State and Local Energy Data (SLED) programs to inform its city energy planning. It is one of ten fact sheets in the "City Energy: From Data to Decisions" series.
Fuel consumption and fire characteristics during understory burning in a mixed white pine-hardwood stand in the Southern Appalachians.

Treesearch

Barton D. Clinton; James M. Vose; Wayne T. Swank; Erik C. Berg; David L. Loftis

1998-01-01

We characterized tire behavior and fuel consumption resulting from an understory prescribed burn in a mixed eastern white pine-hardwood stand in the Southern Appalachians. These stands were used for the treatment. Flame lengths, ranging from 0.3 to 1.5 meters (m) for backing fires and from 1.2 to 4.5 m for head fires, reached maximum heights where evergreen understory...
Performance of a Turboprop Engine with Heat Recovery in Off-Design Conditions

NASA Astrophysics Data System (ADS)

Andriani, Roberto; Ghezzi, Umberto; Gamma, Fausto; Ingenito, Antonella; Agresta, Antonio

2013-09-01

The research for fuel consumption and pollution reduction in new generation aero engines has indicated intercooling and regeneration as very effective methods for this purpose. Hence, different countries have joined their efforts in common research programs, to develop new gas turbine engines able to reduce considerably the fuel consumption and the ambient impact by means of these two techniques. To study their effects on the engine performance and characteristics, a thermodynamic numerical program that simulates the behavior of a turboprop engine with intercooling and regeneration in different operating conditions has been developed. After the parametric study, and the definition of the design conditions, the off-design analysis is carried on, comparing the main characteristics of the intercooled-regenerated turboprop with those of a conventional engine. Then, once a particular mission profile was fixed, the engine performance, in particular the equivalent power, the fuel consumption and the heat exchanger weight were discussed.

Assessment for fuel consumption and exhaust emissions of China's vehicles: future trends and policy implications.

PubMed

Wu, Yingying; Zhao, Peng; Zhang, Hongwei; Wang, Yuan; Mao, Guozhu

2012-01-01

In the recent years, China's auto industry develops rapidly, thus bringing a series of burdens to society and environment. This paper uses Logistic model to simulate the future trend of China's vehicle population and finds that China's auto industry would come into high speed development time during 2020-2050. Moreover, this paper predicts vehicles' fuel consumption and exhaust emissions (CO, HC, NO(x), and PM) and quantificationally evaluates related industry policies. It can be concluded that (1) by 2020, China should develop at least 47 million medium/heavy hybrid cars to prevent the growth of vehicle fuel consumption; (2) China should take the more stringent vehicle emission standard V over 2017-2021 to hold back the growth of exhaust emissions; (3) developing new energy vehicles is the most effective measure to ease the pressure brought by auto industry.
Study of the cost/benefit tradeoffs for reducing the energy consumption of the commercial air transportation system

NASA Technical Reports Server (NTRS)

Hopkins, J. P.

1976-01-01

Practical means were assessed for achieving reduced fuel consumption in commercial air transportation. Five areas were investigated: current aircraft types, revised operational procedures, modifications to current aircraft, derivatives of current aircraft and new near-term fuel conservative aircraft. As part of a multiparticipant coordinated effort, detailed performance and operating cost data in each of these areas were supplied to the contractor responsible for the overall analysis of the cost/benefit tradeoffs for reducing the energy consumption of the domestic commercial air transportation system. A follow-on study was performed to assess the potential of an advanced turboprop transport aircraft concept. To provide a valid basis for comparison, an equivalent turbofan transport aircraft concept incorporating equal technology levels was also derived. The aircraft as compared on the basis of weight, size, fuel utilization, operational characteristics and costs.
Assessment for Fuel Consumption and Exhaust Emissions of China's Vehicles: Future Trends and Policy Implications

PubMed Central

Zhao, Peng; Zhang, Hongwei; Wang, Yuan; Mao, Guozhu

2012-01-01

In the recent years, China's auto industry develops rapidly, thus bringing a series of burdens to society and environment. This paper uses Logistic model to simulate the future trend of China's vehicle population and finds that China's auto industry would come into high speed development time during 2020–2050. Moreover, this paper predicts vehicles' fuel consumption and exhaust emissions (CO, HC, NOx, and PM) and quantificationally evaluates related industry policies. It can be concluded that (1) by 2020, China should develop at least 47 million medium/heavy hybrid cars to prevent the growth of vehicle fuel consumption; (2) China should take the more stringent vehicle emission standard V over 2017–2021 to hold back the growth of exhaust emissions; (3) developing new energy vehicles is the most effective measure to ease the pressure brought by auto industry. PMID:23365524
10 CFR 490.804 - Eligible reductions in petroleum consumption.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 10 Energy 3 2013-01-01 2013-01-01 false Eligible reductions in petroleum consumption. 490.804 Section 490.804 Energy DEPARTMENT OF ENERGY ENERGY CONSERVATION ALTERNATIVE FUEL TRANSPORTATION PROGRAM Alternative Compliance § 490.804 Eligible reductions in petroleum consumption. (a) Motor vehicles...
10 CFR 490.804 - Eligible reductions in petroleum consumption.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 10 Energy 3 2014-01-01 2014-01-01 false Eligible reductions in petroleum consumption. 490.804 Section 490.804 Energy DEPARTMENT OF ENERGY ENERGY CONSERVATION ALTERNATIVE FUEL TRANSPORTATION PROGRAM Alternative Compliance § 490.804 Eligible reductions in petroleum consumption. (a) Motor vehicles...
10 CFR 490.804 - Eligible reductions in petroleum consumption.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 10 Energy 3 2011-01-01 2011-01-01 false Eligible reductions in petroleum consumption. 490.804 Section 490.804 Energy DEPARTMENT OF ENERGY ENERGY CONSERVATION ALTERNATIVE FUEL TRANSPORTATION PROGRAM Alternative Compliance § 490.804 Eligible reductions in petroleum consumption. (a) Motor vehicles...
10 CFR 490.804 - Eligible reductions in petroleum consumption.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 10 Energy 3 2010-01-01 2010-01-01 false Eligible reductions in petroleum consumption. 490.804 Section 490.804 Energy DEPARTMENT OF ENERGY ENERGY CONSERVATION ALTERNATIVE FUEL TRANSPORTATION PROGRAM Alternative Compliance § 490.804 Eligible reductions in petroleum consumption. (a) Motor vehicles...
10 CFR 490.804 - Eligible reductions in petroleum consumption.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 10 Energy 3 2012-01-01 2012-01-01 false Eligible reductions in petroleum consumption. 490.804 Section 490.804 Energy DEPARTMENT OF ENERGY ENERGY CONSERVATION ALTERNATIVE FUEL TRANSPORTATION PROGRAM Alternative Compliance § 490.804 Eligible reductions in petroleum consumption. (a) Motor vehicles...
49 CFR 525.11 - Termination of exemption; amendment of alternative average fuel economy standard.

Code of Federal Regulations, 2010 CFR

2010-10-01

... 49 Transportation 6 2010-10-01 2010-10-01 false Termination of exemption; amendment of alternative average fuel economy standard. 525.11 Section 525.11 Transportation Other Regulations Relating to Transportation (Continued) NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION, DEPARTMENT OF TRANSPORTATION EXEMPTIONS FROM AVERAGE FUEL ECONOMY STANDARDS...
Turboprop Cargo Aircraft Systems study, phase 1

NASA Technical Reports Server (NTRS)

Muehlbauer, J. C.; Hewell, J. G., Jr.; Lindenbaum, S. P.; Randall, C. C.; Searle, N.; Stone, F. R., Jr.

1980-01-01

The effects of advanced propellers (propfan) on aircraft direct operating costs, fuel consumption, and noiseprints were determined. A comparison of three aircraft selected from the results with competitive turbofan aircraft shows that advanced turboprop aircraft offer these potential benefits, relative to advanced turbofan aircraft: 21 percent fuel saving, 26 percent higher fuel efficiency, 15 percent lower DOCs, and 25 percent shorter field lengths. Fuel consumption for the turboprop is nearly 40 percent less than for current commercial turbofan aircraft. Aircraft with both types of propulsion satisfy current federal noise regulations. Advanced turboprop aircraft have smaller noiseprints at 90 EPNdB than advanced turbofan aircraft, but large noiseprints at 70 and 80 EPNdB levels, which are usually suggested as quietness goals. Accelerated development of advanced turboprops is strongly recommended to permit early attainment of the potential fuel saving. Several areas of work are identified which may produce quieter turboprop aircraft.
Monthly Fossil-Fuel CO2 Emissions: Mass of Emissions Gridded by One Degree Latitude by One Degree Longitude - 2016

DOE Data Explorer

Andres, R.J. [Oak Ridge National Lab. (ORNL), Oak Ridge, TN (United States); Boden, T.A. [Oak Ridge National Lab. (ORNL), Oak Ridge, TN (United States); Marland, G. [Appalachian State University, Boone, NC (United States)

2016-01-01

The monthly, fossil-fuel CO2 emissions estimates from 1950-2013 provided in this database are derived from time series of global, regional, and national fossil-fuel CO2 emissions (Boden et al. 2016), the references therein, and the methodology described in Andres et al. (2011). The data accessible here take these tabular, national, mass-emissions data and distribute them spatially on a one degree latitude by one degree longitude grid. The within-country spatial distribution is achieved through a fixed population distribution as reported in Andres et al. (1996). Note that the mass-emissions data used here are based on fossil-fuel consumption estimates as these are more representative of within country emissions than fossil-fuel production estimates (see http://cdiac.ess-dive.lbl.gov/faq.html#Q10 for a description why emission totals based upon consumption differ from those based upon production).
Monthly Fossil-Fuel CO2 Emissions: Mass of Emissions Gridded by One Degree Latitude by One Degree Longitude - 2015

DOE Data Explorer

Andres, R.J. [Oak Ridge National Lab. (ORNL), Oak Ridge, TN (United States); Boden, T.A. [Oak Ridge National Lab. (ORNL), Oak Ridge, TN (United States); Marland, J. [Appalachian State University, Boone, NC (United States)

2015-01-01

The monthly, fossil-fuel CO2 emissions estimates from 1950-2011 provided in this database are derived from time series of global, regional, and national fossil-fuel CO2 emissions (Boden et al. 2015), the references therein, and the methodology described in Andres et al. (2011). The data accessible here take these tabular, national, mass-emissions data and distribute them spatially on a one degree latitude by one degree longitude grid. The within-country spatial distribution is achieved through a fixed population distribution as reported in Andres et al. (1996). Note that the mass-emissions data used here are based on fossil-fuel consumption estimates as these are more representative of within country emissions than fossil-fuel production estimates (see http://cdiac.ess-dive.lbl.gov/faq.html#Q10 for a description why emission totals based upon consumption differ from those based upon production).
Monthly Fossil-Fuel CO2 Emissions: Mass of Emissions Gridded by One Degree Latitude by One Degree Longitude (1950 - 2010) (V.2010)

DOE Data Explorer

Andres, R. J. [Carbon Dioxide Information Analysis Center Environmental Sciences Division Oak Ridge National Laboratory Oak Ridge, Tennessee 37830-6290 U.S.A.; Boden, T. A. [Carbon Dioxide Information Analysis Center Environmental Sciences Division Oak Ridge National Laboratory Oak Ridge, Tennessee 37830-6290 U.S.A.; Marland, G. [Research Institute for Environment, Energy and Economics Appalachian State University Boone, North Carolina 28608 U.S.A.

2010-01-01

The monthly, fossil-fuel CO2 emissions estimates from 1950-2010 provided in this database are derived from time series of global, regional, and national fossil-fuel CO2 emissions (Boden et al. 2013), the references therein, and the methodology described in Andres et al. (2011). The data accessible here take these tabular, national, mass-emissions data and distribute them spatially on a one degree latitude by one degree longitude grid. The within-country spatial distribution is achieved through a fixed population distribution as reported in Andres et al. (1996). Note that the mass-emissions data used here are based on fossil-fuel consumption estimates as these are more representative of within country emissions than fossil-fuel production estimates (see http://cdiac.ess-dive.lbl.gov/faq.html#Q10 for a description why emission totals based upon consumption differ from those based upon production).
Monthly Fossil-Fuel CO2 Emissions: Mass of Emissions Gridded by One Degree Latitude by One Degree Longitude (V. 2011) (1950 - 2010)

DOE Data Explorer

Andres, R. J. [Carbon Dioxide Information Analysis Center (CDIAC), Oak Ridge National Laboratory (ORNL), Oak Ridge, TN (USA); Boden, Thomas A. [Carbon Dioxide Information Analysis Center (CDIAC), Oak Ridge National Laboratory (ORNL), Oak Ridge, TN (USA_; Marland, G. [Research Institute for Environment, Energy and Economics Appalachian State University Boone, North Carolina 28608 U.S.A.

2011-01-01

The monthly, fossil-fuel CO2 emissions estimates from 1950-2010 provided in this database are derived from time series of global, regional, and national fossil-fuel CO2 emissions (Boden et al. 2013), the references therein, and the methodology described in Andres et al. (2011). The data accessible here take these tabular, national, mass-emissions data and distribute them spatially on a one degree latitude by one degree longitude grid. The within-country spatial distribution is achieved through a fixed population distribution as reported in Andres et al. (1996). Note that the mass-emissions data used here are based on fossil-fuel consumption estimates as these are more representative of within country emissions than fossil-fuel production estimates (see http://cdiac.ess-dive.lbl.gov/faq.html#Q10 for a description why emission totals based upon consumption differ from those based upon production).
Monthly Fossil-Fuel CO2 Emissions: Mass of Emissions Gridded by One Degree Latitude by One Degree Longitude - 2013

DOE Data Explorer

Andres, R. J. [Oak Ridge National Lab. (ORNL), Oak Ridge, TN (United States); Boden, T.A. [Oak Ridge National Lab. (ORNL), Oak Ridge, TN (United States); Marland, G. [Appalachain State University, Boone, NC (United States)

1996-01-01

The monthly, fossil-fuel CO2 emissions estimates from 1950-2010 provided in this database are derived from time series of global, regional, and national fossil-fuel CO2 emissions (Boden et al. 2013), the references therein, and the methodology described in Andres et al. (2011). The data accessible here take these tabular, national, mass-emissions data and distribute them spatially on a one degree latitude by one degree longitude grid. The within-country spatial distribution is achieved through a fixed population distribution as reported in Andres et al. (1996). Note that the mass-emissions data used here are based on fossil-fuel consumption estimates as these are more representative of within country emissions than fossil-fuel production estimates (see http://cdiac.ess-dive.lbl.gov/faq.html#Q10 for a description why emission totals based upon consumption differ from those based upon production).
49 CFR 535.4 - Definitions.

Code of Federal Regulations, 2014 CFR

2014-10-01

... subclassification within a test group which is based on engine code, transmission type and gear ratios, final drive... the non-combustion reaction of a consumable fuel, typically hydrogen. Fuel cell electric vehicle means...-groups in each regulatory category to which fuel consumption requirements apply, and are defined as...
Diesel engine fuel consumption and emission analysis using steam generated non-surfactant water-in-diesel emulsion fuel

NASA Astrophysics Data System (ADS)

Avianto Sugeng, Dhani; Zahari, Mohamad Fathur Hafeezat Mohd; Muhsin Ithnin, Ahmad; Jazair Yahya, Wira

2017-10-01

Efforts in making water in diesel emulsion (W/D) with the absence of surfactant have been developed to address the issues of long-term stability and the dependence on surfactants. This paper discusses an alternative formation method of a non-surfactant W/D, e.g. by steam condensation. By injecting steam into a batch of colder diesel fuel, fine water droplets are formed and suspended in the fuel forming an emulsion. The droplets are confirmed to be in the size range of hundreds of nanometers. The emissions of NOx is reduced by a maximum of 71%, whereas the CO and UHC emissions are increased by maximum respectively 180% and a surprising 517%. Not less interesting is the lower BSFC which was measured at a maximum reduction of 18.4%. These results on emission analysis together with the brake specific fuel consumption confirm this method to resemble the combustion behaviour of a conventional emulsion fuel of lower NOx and BSFC, yet higher CO and UHC
Implementation of direct LSC method for diesel samples on the fuel market.

PubMed

Krištof, Romana; Hirsch, Marko; Kožar Logar, Jasmina

2014-11-01

The European Union develops common EU policy and strategy on biofuels and sustainable bio-economy through several documents. The encouragement of biofuel's consumption is therefore the obligation of each EU member state. The situation in Slovenian fuel market is presented and compared with other EU countries in the frame of prescribed values from EU directives. Diesel is the most common fuel for transportation needs in Slovenia. The study was therefore performed on diesel. The sampling net was determined in accordance with the fuel consumption statistics of the country. 75 Sampling points were located on different types of roads. The quantity of bio-component in diesel samples was determined by direct LSC method through measurement of C-14 content. The measured values were in the range from 0 up to nearly 6 mass percentage of bio-component in fuel. The method has proved to be appropriate, suitable and effective for studies on the real fuel market. Copyright © 2014 Elsevier Ltd. All rights reserved.
Peak-Seeking Control For Reduced Fuel Consumption: Flight-Test Results For The Full-Scale Advanced Systems Testbed FA-18 Airplane

NASA Technical Reports Server (NTRS)

Brown, Nelson

2013-01-01

A peak-seeking control algorithm for real-time trim optimization for reduced fuel consumption has been developed by researchers at the National Aeronautics and Space Administration (NASA) Dryden Flight Research Center to address the goals of the NASA Environmentally Responsible Aviation project to reduce fuel burn and emissions. The peak-seeking control algorithm is based on a steepest-descent algorithm using a time-varying Kalman filter to estimate the gradient of a performance function of fuel flow versus control surface positions. In real-time operation, deflections of symmetric ailerons, trailing-edge flaps, and leading-edge flaps of an F/A-18 airplane are used for optimization of fuel flow. Results from six research flights are presented herein. The optimization algorithm found a trim configuration that required approximately 3 percent less fuel flow than the baseline trim at the same flight condition. This presentation also focuses on the design of the flight experiment and the practical challenges of conducting the experiment.
Alternative Fuels Data Center: Low Rolling Resistance Tires

Science.gov Websites

meet their Corporate Average Fuel Economy (CAFE) standards. However, no requirements are currently Rolling Resistance Part 1: Understanding Corporate Average Fuel Economy Definitions 1015 Driving Cycle A

Some links on this page may take you to non-federal websites. Their policies may differ from this site.