Sample records for higher average fuel

  1. 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.

  2. NREL Fuel Cell Bus Analysis Finds Fuel Economy to be 1.4 Times Higher than

    Science.gov Websites

    Diesel | News | NREL Fuel Cell Bus Analysis Finds Fuel Economy to be 1.4 Times Higher than Diesel NREL Fuel Cell Bus Analysis Finds Fuel Economy to be 1.4 Times Higher than Diesel December 2, 2016 NREL has published a new report showing that the average fuel economy of fuel cell electric buses from

  3. Need for higher fuel burnup at the Hatch Plant

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

    Beckhman, J.T.

    1996-03-01

    Hatch is a BWR 4 and has been in operation for some time. The first unit became commercial about 1975. Obtaining higher burnups, or higher average discharge exposures, is nothing new at Hatch. Since we have started, the discharge exposure of the plant has increased. Now, of course, we are not approaching the numbers currently being discussed but, the average discharge exposure has increased from around 20,000 MWD/MTU in the early to mid-1980s to 34,000 MWD/MTU in 1994, I am talking about batch average values. There are also peak bundle and peak rod values. You will have to make themore » conversions if you think in one way or the other because I am talking in batch averages. During Hatch`s operating history we have had some problems with fuel failure. Higher burnup fuel raises a concern about how much fuel failure you are going to have. Fuel failure is, of course, an economic issue with us. Back in the early 1980s, we had a problem with crud-induced localized corrosion, known as CILC. We have gotten over that, but we had some times when it was up around 27 fuel failures a year. That is not a pleasant time to live through because it is not what you want from an economic viewpoint or any other. We have gotten that down. We have had some fuel failures recently, but they have not been related to fuel burnup or to corrosion. In fact, the number of failures has decreased from the early 1980s to the 90s even though burnup increased during that time. The fuel failures are more debris-related-type failures. In addition to increasing burnups, utilities are actively evaluating or have already incorporated power uprate and longer fuel cycles (e.g., 2-year cycles). The goal is to balance out the higher power density, longer cycles, higher burnup, and to have no leakers. Why do we as an industry want to have higher burnup fuel? That is what I want to tell you a little bit about.« less

  4. 40 CFR 610.11 - Definitions.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY RETROFIT... provide higher fuel economy than would have resulted with the automobile as originally equipped, as...) “Fuel economy” means the average number of miles traveled by an automobile per gallon of gasoline (or...

  5. Method of generating hydrocarbon reagents from diesel, natural gas and other logistical fuels

    DOEpatents

    Herling, Darrell R [Richland, WA; Aardahl, Chris L [Richland, WA; Rozmiarek, Robert T [Middleton, WI; Rappe, Kenneth G [Richland, WA; Wang, Yong [Richland, WA; Holladay, Jamelyn D [Kennewick, WA

    2010-06-29

    The present invention provides a process for producing reagents for a chemical reaction by introducing a fuel containing hydrocarbons into a flash distillation process wherein the fuel is separated into a first component having a lower average molecular weight and a second component having a higher average molecular weight. The first component is then reformed to produce synthesis gas wherein the synthesis gas is reacted catalytically to produce the desire reagent.

  6. Method of Generating Hydrocarbon Reagents from Diesel, Natural Gas and Other Logistical Fuels

    DOEpatents

    Herling, Darrell R [Richland, WA; Aardahl, Chris L [Richland, WA; Rozmiarek, Robert T [Middleton, WI; Rappe, Kenneth G [Richland, WA; Wang, Yong [Richland, WA; Holladay, Jamelyn D [Kennewick, WA

    2008-10-14

    The present invention provides a process for producing reagents for a chemical reaction by introducing a fuel containing hydrocarbons into a flash distillation process wherein the fuel is separated into a first component having a lower average molecular weight and a second component having a higher average molecular weight. The first component is then reformed to produce synthesis gas wherein the synthesis gas is reacted catalytically to produce the desire reagent.

  7. 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.

  8. 1954 midsummer fuel moistures in Oregon and Washington national forests compared with other years.

    Treesearch

    Owen P. Cramer

    1955-01-01

    For the third successive year mid-fire-season fuel moistures on national forests of Oregon and Washington averaged higher than in the preceding year, and forest flammability was correspondingly lower. Generally high fuel-moisture conditions during 1954 are reflected in fire occurrence, which approached an all-time low. Fuel-moisture ratings are based on the 25 lowest...

  9. 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.

  10. ERBS fuel addendum: Pollution reduction technology program small jet aircraft engines, phase 3

    NASA Technical Reports Server (NTRS)

    Bruce, T. W.; Davis, F. G.; Kuhn, T. E.; Mongia, H. C.

    1982-01-01

    A Model TFE731-2 engine with a low emission, variable geometry combustion system was tested to compare the effects of operating the engine on Commercial Jet-A aviation turbine fuel and experimental referee broad specification (ERBS) fuels. Low power emission levels were essentially identical while the high power NOx emission indexes were approximately 15% lower with the EBRS fuel. The exhaust smoke number was approximately 50% higher with ERBS at the takeoff thrust setting; however, both values were still below the EPA limit of 40 for the Model TFE731 engine. Primary zone liner wall temperature ran an average of 25 K higher with ERBS fuel than with Jet-A. The possible adoption of broadened proprties fuels for gas turbine applications is suggested.

  11. 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.

  12. Space reactor fuel element testing in upgraded TREAT

    NASA Astrophysics Data System (ADS)

    Todosow, M.; Bezler, P.; Ludewig, H.; Kato, W. Y.

    The testing of candidate fuel elements at prototypic operating conditions with respect to temperature, power density, hydrogen coolant flow rate, etc.; a crucial component in the development and qualification of nuclear rocket engines based on the Particle Bed Reactor (PBR); NERVA-derivative; and other concepts are discussed. Such testing may be performed at existing reactors, or at new facilities. A scoping study has been performed to assess the feasibility of testing PBR based fuel elements at the TREAT reactor. Initial results suggest that full-scale PBR elements could be tested at an average energy deposition of approximately 60-80 MW-s/L in the current TREAT reactor. If the TREAT reactor was upgraded to include fuel elements with a higher temperature limit, average energy deposition of approximately 100 MW/L may be achievable.

  13. Space reactor fuel element testing in upgraded TREAT

    NASA Astrophysics Data System (ADS)

    Todosow, Michael; Bezler, Paul; Ludewig, Hans; Kato, Walter Y.

    1993-01-01

    The testing of candidate fuel elements at prototypic operating conditions with respect to temperature, power density, hydrogen coolant flow rate, etc., is a crucial component in the development and qualification of nuclear rocket engines based on the Particle Bed Reactor (PBR), NERVA-derivative, and other concepts. Such testing may be performed at existing reactors, or at new facilities. A scoping study has been performed to assess the feasibility of testing PBR based fuel elements at the TREAT reactor. Initial results suggests that full-scale PBR elements could be tested at an average energy deposition of ˜60-80 MW-s/L in the current TREAT reactor. If the TREAT reactor was upgraded to include fuel elements with a higher temperture limit, average energy deposition of ˜100 MW/L may be achievable.

  14. Emissions of NOx, SO2, CO, and HCHO from commercial marine shipping during Texas Air Quality Study (TexAQS) 2006

    NASA Astrophysics Data System (ADS)

    Williams, E. J.; Lerner, B. M.; Murphy, P. C.; Herndon, S. C.; Zahniser, M. S.

    2009-11-01

    We report measurements of NOx, SO2, CO, and HCHO mass-based emission factors from more than 200 commercial vessel encounters in the Gulf of Mexico and the Houston-Galveston region of Texas during August and September, 2006. For underway ships, bulk freight carriers have the highest average NOx emissions at ˜87 g NOx (kg fuel)-1, followed by tanker ships at ˜79 g NOx (kg fuel)-1, while container carriers, passenger ships, and tugs all emit an average of about ˜60 g NOx (kg fuel)-1. Emission of NOx from stationary vessels was lower, except for container ships and tugs, and likely reflects use of medium-speed diesel engines. Overall, our mean NOx emission factors are 10-15% lower than published data. Average emission of SO2 was lower for passenger ships and tugs and tows (6-7 g SO2 (kg fuel)-1) than for larger cargo vessels (20-30 g SO2 (kg fuel)-1). Our data for large cargo ships in this region indicate an average residual fuel sulfur content of ˜1.4% which is a factor of two lower than the global average of 2.7%. Emission of CO was low for all categories (7-16 g CO (kg fuel)-1), although our mean overall CO emission factor is about 10% higher than published data. Emission of HCHO was less than 5% that of CO. Despite considerable variability, no functional relationships, such as emissions changes with engine speed or load, could be discerned. Comparison of emission factors from ships to those from other sources suggests ship emissions in this region cannot be ignored.

  15. Space reactor fuel element testing in upgraded TREAT

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

    Todosow, M.; Bezler, P.; Ludewig, H.

    1993-01-14

    The testing of candidate fuel elements at prototypic operating conditions with respect to temperature, power density, hydrogen coolant flow rate, etc., a crucial component in the development and qualification of nuclear rocket engines based on the Particle Bed Reactor (PBR), NERVA-derivative, and other concepts. Such testing may be performed at existing reactors, or at new facilities. A scoping study has been performed to assess the feasibility of testing PBR based fuel elements at the TREAT reactor. initial results suggest that full-scale PBR, elements could be tested at an average energy deposition of {approximately}60--80 MW-s/L in the current TREAT reactor. Ifmore » the TREAT reactor was upgraded to include fuel elements with a higher temperature limit, average energy deposition of {approximately}100 MW/L may be achievable.« less

  16. Space reactor fuel element testing in upgraded TREAT

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

    Todosow, M.; Bezler, P.; Ludewig, H.

    1993-05-01

    The testing of candidate fuel elements at prototypic operating conditions with respect to temperature, power density, hydrogen coolant flow rate, etc., a crucial component in the development and qualification of nuclear rocket engines based on the Particle Bed Reactor (PBR), NERVA-derivative, and other concepts. Such testing may be performed at existing reactors, or at new facilities. A scoping study has been performed to assess the feasibility of testing PBR based fuel elements at the TREAT reactor. initial results suggest that full-scale PBR, elements could be tested at an average energy deposition of {approximately}60--80 MW-s/L in the current TREAT reactor. Ifmore » the TREAT reactor was upgraded to include fuel elements with a higher temperature limit, average energy deposition of {approximately}100 MW/L may be achievable.« less

  17. Indoor air pollution from biomass fuels and respiratory health of the exposed population in Nepalese households.

    PubMed

    Shrestha, Iswori Lal; Shrestha, Srijan Lal

    2005-01-01

    A cross-sectional assessment of indoor air quality in Nepal and its health effects revealed that solid biomass fuels (animal dung, crop residue, and wood) were the main sources of indoor air pollution affecting health. The average smoke level (PM10) in kitchens using biomass fuels was about three times higher than that in those using cleaner fuels (kerosene, LPG, and biogas). Respondents in 98 randomly selected households included 168 who cooked daily meals, of whom 94% were disadvantaged women. Biomass smoke caused significantly more respiratory disorders than did cleaner fuels. Categorized data analysis demonstrated significant associations between biomass smoke pollution and respiratory symptoms such as cough; phlegm; breathlessness; wheezing; and chronic respiratory diseases such as COPD and asthma. The prevalences of respiratory illnesses and symptoms were considerably higher in those living in mud and brick houses compared with concrete houses. Prevalences were also higher in those living on hills and in rural areas compared with flatland and urban areas.

  18. 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

  19. In-use activity, fuel use, and emissions of heavy-duty diesel roll-off refuse trucks.

    PubMed

    Sandhu, Gurdas S; Frey, H Christopher; Bartelt-Hunt, Shannon; Jones, Elizabeth

    2015-03-01

    The objectives of this study were to quantify real-world activity, fuel use, and emissions for heavy duty diesel roll-off refuse trucks; evaluate the contribution of duty cycles and emissions controls to variability in cycle average fuel use and emission rates; quantify the effect of vehicle weight on fuel use and emission rates; and compare empirical cycle average emission rates with the U.S. Environmental Protection Agency's MOVES emission factor model predictions. Measurements were made at 1 Hz on six trucks of model years 2005 to 2012, using onboard systems. The trucks traveled 870 miles, had an average speed of 16 mph, and collected 165 tons of trash. The average fuel economy was 4.4 mpg, which is approximately twice previously reported values for residential trash collection trucks. On average, 50% of time is spent idling and about 58% of emissions occur in urban areas. Newer trucks with selective catalytic reduction and diesel particulate filter had NOx and PM cycle average emission rates that were 80% lower and 95% lower, respectively, compared to older trucks without. On average, the combined can and trash weight was about 55% of chassis weight. The marginal effect of vehicle weight on fuel use and emissions is highest at low loads and decreases as load increases. Among 36 cycle average rates (6 trucks×6 cycles), MOVES-predicted values and estimates based on real-world data have similar relative trends. MOVES-predicted CO2 emissions are similar to those of the real world, while NOx and PM emissions are, on average, 43% lower and 300% higher, respectively. The real-world data presented here can be used to estimate benefits of replacing old trucks with new trucks. Further, the data can be used to improve emission inventories and model predictions. In-use measurements of the real-world activity, fuel use, and emissions of heavy-duty diesel roll-off refuse trucks can be used to improve the accuracy of predictive models, such as MOVES, and emissions inventories. Further, the activity data from this study can be used to generate more representative duty cycles for more accurate chassis dynamometer testing. Comparisons of old and new model year diesel trucks are useful in analyzing the effect of fleet turnover. The analysis of effect of haul weight on fuel use can be used by fleet managers to optimize operations to reduce fuel cost.

  20. 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.

  1. Tailoring fiber grating sensors for assessment of highly refractive fuels.

    PubMed

    Kawano, Marianne Sumie; Heidemann, Bárbara Rutyna; Cardoso, Tárik Kaiel Machado; Possetti, Gustavo Rafael Collere; Kamikawachi, Ricardo Canute; Muller, Marcia; Fabris, José Luís

    2012-04-20

    Three approaches that allow the tailoring of long period gratings based refractometric sensors for concentration measurement in fuel blends are employed to assess the fuel quality in biodiesel and biodiesel-petrodiesel blend. To allow the analysis of fuel samples with refractive index higher than fiber cladding one, the samples refractive indices were changed by thermo-optic effect and by dilution in a standard substance with low refractive index. The obtained results show the sensor can detect oil concentration in biodiesel samples with resolution as better as 0.07% and biodiesel concentration in biodiesel-petrodiesel samples with average resolution of 0.09%.

  2. Thermal breeder fuel enrichment zoning

    DOEpatents

    Capossela, Harry J.; Dwyer, Joseph R.; Luce, Robert G.; McCoy, Daniel F.; Merriman, Floyd C.

    1992-01-01

    A method and apparatus for improving the performance of a thermal breeder reactor having regions of higher than average moderator concentration are disclosed. The fuel modules of the reactor core contain at least two different types of fuel elements, a high enrichment fuel element and a low enrichment fuel element. The two types of fuel elements are arranged in the fuel module with the low enrichment fuel elements located between the high moderator regions and the high enrichment fuel elements. Preferably, shim rods made of a fertile material are provided in selective regions for controlling the reactivity of the reactor by movement of the shim rods into and out of the reactor core. The moderation of neutrons adjacent the high enrichment fuel elements is preferably minimized as by reducing the spacing of the high enrichment fuel elements and/or using a moderator having a reduced moderating effect.

  3. Emissions factors for gaseous and particulate pollutants from offshore diesel engine vessels in China

    NASA Astrophysics Data System (ADS)

    Zhang, F.; Chen, Y.; Tian, C.; Li, J.; Zhang, G.; Matthias, V.

    2015-09-01

    Shipping emissions have significant influence on atmospheric environment as well as human health, especially in coastal areas and the harbor districts. However, the contribution of shipping emissions on the environment in China still need to be clarified especially based on measurement data, with the large number ownership of vessels and the rapid developments of ports, international trade and shipbuilding industry. Pollutants in the gaseous phase (carbon monoxide, sulfur dioxide, nitrogen oxides, total volatile organic compounds) and particle phase (particulate matter, organic carbon, elemental carbon, sulfates, nitrate, ammonia, metals) in the exhaust from three different diesel engine power offshore vessels in China were measured in this study. Concentrations, fuel-based and power-based emissions factors for various operating modes as well as the impact of engine speed on emissions were determined. Observed concentrations and emissions factors for carbon monoxide, nitrogen oxides, total volatile organic compounds, and particulate matter were higher for the low engine power vessel than for the two higher engine power vessels. Fuel-based average emissions factors for all pollutants except sulfur dioxide in the low engine power engineering vessel were significantly higher than that of the previous studies, while for the two higher engine power vessels, the fuel-based average emissions factors for all pollutants were comparable to the results of the previous studies. The fuel-based average emissions factor for nitrogen oxides for the small engine power vessel was more than twice the International Maritime Organization standard, while those for the other two vessels were below the standard. Emissions factors for all three vessels were significantly different during different operating modes. Organic carbon and elemental carbon were the main components of particulate matter, while water-soluble ions and elements were present in trace amounts. Best-fit engine speeds during actual operation should be based on both emissions factors and economic costs.

  4. Transient analysis of a solid oxide fuel cell stack with crossflow configuration

    NASA Astrophysics Data System (ADS)

    Yuan, P.; Liu, S. F.

    2018-05-01

    This study investigates the transient response of the cell temperature and current density of a solid oxide fuel cell having 6 stacks with crossflow configuration. A commercial software repeatedly solves the governing equations of each stack, and get the convergent results of the whole SOFC stack. The preliminary results indicate that the average current density of each stack is similar to others, so the power output between different stacks are uniform. Moreover, the average cell temperature among stacks is different, and the central stacks have higher temperature due to its harder heat dissipation. For the operating control, the cell temperature difference among stacks is worth to concern because the temperature difference will be over 10 °C in the analysis case. The increasing of the inlet flow rate of the fuel and air will short the transient state, increase the average current density, and drop the cell temperature difference among the stacks. Therefore, the inlet flow rate is an important factor for transient performance of a SOFC stack.

  5. 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)

  6. 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...

  7. 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...

  8. 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...

  9. 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...

  10. Characteristics of On-road Diesel Vehicles: Black Carbon Emissions in Chinese Cities Based on Portable Emissions Measurement.

    PubMed

    Zheng, Xuan; Wu, Ye; Jiang, Jingkun; Zhang, Shaojun; Liu, Huan; Song, Shaojie; Li, Zhenhua; Fan, Xiaoxiao; Fu, Lixin; Hao, Jiming

    2015-11-17

    Black carbon (BC) emissions from heavy-duty diesel vehicles (HDDVs) are rarely continuously measured using portable emission measurement systems (PEMSs). In this study, we utilize a PEMS to obtain real-world BC emission profiles for 25 HDDVs in China. The average fuel-based BC emissions of HDDVs certified according to Euro II, III, IV, and V standards are 2224 ± 251, 612 ± 740, 453 ± 584, and 152 ± 3 mg kg(-1), respectively. Notably, HDDVs adopting mechanical pump engines had significantly higher BC emissions than those equipped with electronic injection engines. Applying the useful features of PEMSs, we can relate instantaneous BC emissions to driving conditions using an operating mode binning methodology, and the average emission rates for Euro II to Euro IV diesel trucks can be constructed. From a macroscopic perspective, we observe that average speed is a significant factor affecting BC emissions and is well correlated with distance-based emissions (R(2) = 0.71). Therefore, the average fuel-based and distance-based BC emissions on congested roads are 40 and 125% higher than those on freeways. These results should be taken into consideration in future emission inventory studies.

  11. A study of the stabilities, microstructures and fuel characteristics of tri-fuel (diesel-biodiesel-ethanol) using various fuel preparation methods

    NASA Astrophysics Data System (ADS)

    Lee, K. H.; Mukhtar, N. A. M.; Yohaness Hagos, Ftwi; Noor, M. M.

    2017-10-01

    In this study, the work was carried out to investigate the effects of ethanol proportions on the stabilities and physicochemical characteristics of tri-fuel (Diesel-Biodiesel-Ethanol). For the first time, tri-fuel emulsions and blended were compared side by side. The experiment was done with composition having 5%, 10%, 15%, 20% and 25 % of ethanol with fixed 10% of biodiesel from palm oil origin on a volume basis into diesel. The results indicated that the phase stabilities of the emulsified fuels were higher compared to the blended fuels. In addition, tri-fuel composition with higher proportion of ethanol were found unstable with high tendency to form layer separation. It was found that tri-fuel emulsion with 5% ethanol content (D85B10E5) was of the best in stability with little separation. Furthermore, tri-fuel with lowest ethanol proportion indicated convincing physicochemical characteristics compared to others. Physicochemical characteristics of tri-fuel blending yield almost similar results to tri-fuel emulsion but degrading as more proportion ethanol content added. Emulsion category had cloudy look but on temporarily basis. Under the microscope, tri-fuel emulsion and blending droplet were similar for its active moving about micro-bubble but distinct in term of detection of collision, average disperse micro-bubble size, the spread and organization of the microstructure.

  12. 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...

  13. 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...

  14. Simplified Two-Time Step Method for Calculating Combustion and Emission Rates of Jet-A and Methane Fuel With and Without Water Injection

    NASA Technical Reports Server (NTRS)

    Molnar, Melissa; Marek, C. John

    2005-01-01

    A simplified kinetic scheme for Jet-A, and methane fuels with water injection was developed to be used in numerical combustion codes, such as the National Combustor Code (NCC) or even simple FORTRAN codes. The two time step method is either an initial time averaged value (step one) or an instantaneous value (step two). The switch is based on the water concentration in moles/cc of 1x10(exp -20). The results presented here results in a correlation that gives the chemical kinetic time as two separate functions. This two time step method is used as opposed to a one step time averaged method previously developed to determine the chemical kinetic time with increased accuracy. The first time averaged step is used at the initial times for smaller water concentrations. This gives the average chemical kinetic time as a function of initial overall fuel air ratio, initial water to fuel mass ratio, temperature, and pressure. The second instantaneous step, to be used with higher water concentrations, gives the chemical kinetic time as a function of instantaneous fuel and water mole concentration, pressure and temperature (T4). The simple correlations would then be compared to the turbulent mixing times to determine the limiting rates of the reaction. The NASA Glenn GLSENS kinetics code calculates the reaction rates and rate constants for each species in a kinetic scheme for finite kinetic rates. These reaction rates are used to calculate the necessary chemical kinetic times. Chemical kinetic time equations for fuel, carbon monoxide and NOx are obtained for Jet-A fuel and methane with and without water injection to water mass loadings of 2/1 water to fuel. A similar correlation was also developed using data from NASA's Chemical Equilibrium Applications (CEA) code to determine the equilibrium concentrations of carbon monoxide and nitrogen oxide as functions of overall equivalence ratio, water to fuel mass ratio, pressure and temperature (T3). The temperature of the gas entering the turbine (T4) was also correlated as a function of the initial combustor temperature (T3), equivalence ratio, water to fuel mass ratio, and pressure.

  15. 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.

  16. 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...

  17. 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...

  18. 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...

  19. 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...

  20. 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...

  1. 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...

  2. Fuel Economy and Emissions of a Vehicle Equipped with an Aftermarket Flexible-Fuel Conversion Kit

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

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

    2012-04-01

    The U.S. Environmental Protection Agency (EPA) grants Certificates of Conformity for alternative fuel conversion systems and also offers other forms of premarket registration of conversion kits for use in vehicles more than two model years old. Use of alternative fuels such as ethanol, natural gas, and propane are encouraged by the Energy Policy Act of 1992. Several original equipment manufacturers (OEMs) produce emissions-certified vehicles capable of using alternative fuels, and several alternative fuel conversion system manufacturers produce EPA-approved conversion systems for a variety of alternative fuels and vehicle types. To date, only one manufacturer (Flex Fuel U.S.) has received EPAmore » certifications for ethanol fuel (E85) conversion kits. This report details an independent evaluation of a vehicle with a legal installation of a Flex Fuel U.S. conversion kit. A 2006 Dodge Charger was baseline tested with ethanol-free certification gasoline (E0) and E20 (gasoline with 20 vol % ethanol), converted to flex-fuel operation via installation of a Flex Box Smart Kit from Flex Fuel U.S., and retested with E0, E20, E50, and E81. Test cycles included the Federal Test Procedure (FTP or city cycle), the highway fuel economy test (HFET), and the US06 test (aggressive driving test). Averaged test results show that the vehicle was emissions compliant on E0 in the OEM condition (before conversion) and compliant on all test fuels after conversion. Average nitrogen oxide (NOx) emissions exceeded the Tier 2/Bin 5 intermediate life NO{sub X} standard with E20 fuel in the OEM condition due to two of three test results exceeding this standard [note that E20 is not a legal fuel for non-flexible-fuel vehicles (non-FFVs)]. In addition, one E0 test result before conversion and one E20 test result after conversion exceeded the NOX standard, although the average result in these two cases was below the standard. Emissions of ethanol and acetaldehyde increased with increasing ethanol, while nonmethane organic gas and CO emissions remained relatively unchanged for all fuels and cycles. Higher fraction ethanol blends appeared to decrease NO{sub X} emissions on the FTP and HFET (after conversion). As expected, fuel economy (miles per gallon) decreased with increasing ethanol content in all cases.« less

  3. Measurement of PM and its chemical composition in real-world emissions from non-road and on-road diesel vehicles

    NASA Astrophysics Data System (ADS)

    Cui, Min; Chen, Yingjun; Feng, Yanli; Li, Cheng; Zheng, Junyu; Tian, Chongguo; Yan, Caiqing; Zheng, Mei

    2017-06-01

    With the rapid growth in the number of both non-road and on-road diesel vehicles, the adverse effects of particulate matter (PM) and its constituents on air quality and human health have attracted increasing attentions. However, studies on the characteristics of PM and its composition emitted from diesel vehicles are still scarce, especially under real-world driving conditions. In this study, six excavators and five trucks that provided a wide range of emission standards and operation modes were tested, and PM emissions and their constituents - including organic carbon (OC), elemental carbon (EC), water-soluble ions (WSIs), elements, and organic species like polycyclic aromatic hydrocarbons (PAHs), n-alkanes, and hopanes - as well as steranes were analyzed and characterized. The average emission factors for PM (EFPM) from excavator and truck emissions were 829 ± 806 and 498 ± 234 mg kg-1 fuel, respectively. EFPM and PM constituents were significantly affected by fuel quality, operational mode, and emission standards. A significant correlation (R2 = 0. 79, p < 0. 01) was found between EFPM for excavators and the sulfur contents in fuel. The highest average EFPM for working excavators was 904 ± 979 mg kg-1 fuel as a higher engine load required in this mode. From pre-stage 1 to stage 2, the average EFPM for excavators decreased by 58 %. For trucks, the average non-highway EFPM at 548 ± 311 mg kg-1 fuel was higher than the highway EFPM at 497 ± 231 mg kg-1 fuel. Moreover, the reduction rates were 63.5 and 65.6 % when switched from China II and III to China IV standards, respectively. Generally, the PM composition emitted from excavators was dominated by OC (39. 2 ± 21. 0 %) and EC (33. 3 ± 25. 9 %); PM from trucks was dominated by EC (26. 9 ± 20. 8 %), OC (9. 89 ± 12 %), and WSIs (4. 67 ± 5. 74 %). The average OC / EC ratios for idling and working excavators were 3 to 4 times higher than those for moving excavators. Although the EFPM for excavators and trucks was reduced with the constraint of regulations, the element fractions for excavators increased from 0.49 % in pre-stage 1 to 3.03 % in stage 2, and the fraction of WSIs for the China IV truck was 5 times higher than the average value of all other-level trucks. Furthermore, as compared with other diesel vehicles, wide ranges were found for excavators of the ratios of benzo[a]anthracene / (benzo[a]anthracene + chrysene) (0.26-0.86), indeno[1,2,3-cd]pyrene / (indeno[1,2,3-cd]pyrene + benzo[ghi]perylene) (0.20-1.0), and fluoranthene / (fluoranthene + pyrene) (0.24-0.87), which might be a result of the complex characteristics of the excavator operation modes. A comparison of our results with those in the literature revealed that on-board measurement data more accurately reflect actual conditions. Although the fractions of the 16 priority PAHs in PM from the excavator and truck emissions were similar, the equivalent concentrations of total benzo[a]pyrene of excavators were 31 times than that for trucks, implying that more attention should be paid to non-road vehicle emissions.

  4. 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.

  5. 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...

  6. 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...

  7. 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...

  8. 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...

  9. 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.

  10. 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

  11. 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...

  12. 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.

  13. New Reduced Two-Time Step Method for Calculating Combustion and Emission Rates of Jet-A and Methane Fuel With and Without Water Injection

    NASA Technical Reports Server (NTRS)

    Molnar, Melissa; Marek, C. John

    2004-01-01

    A simplified kinetic scheme for Jet-A, and methane fuels with water injection was developed to be used in numerical combustion codes, such as the National Combustor Code (NCC) or even simple FORTRAN codes that are being developed at Glenn. The two time step method is either an initial time averaged value (step one) or an instantaneous value (step two). The switch is based on the water concentration in moles/cc of 1x10(exp -20). The results presented here results in a correlation that gives the chemical kinetic time as two separate functions. This two step method is used as opposed to a one step time averaged method previously developed to determine the chemical kinetic time with increased accuracy. The first time averaged step is used at the initial times for smaller water concentrations. This gives the average chemical kinetic time as a function of initial overall fuel air ratio, initial water to fuel mass ratio, temperature, and pressure. The second instantaneous step, to be used with higher water concentrations, gives the chemical kinetic time as a function of instantaneous fuel and water mole concentration, pressure and temperature (T4). The simple correlations would then be compared to the turbulent mixing times to determine the limiting properties of the reaction. The NASA Glenn GLSENS kinetics code calculates the reaction rates and rate constants for each species in a kinetic scheme for finite kinetic rates. These reaction rates were then used to calculate the necessary chemical kinetic times. Chemical kinetic time equations for fuel, carbon monoxide and NOx were obtained for Jet-A fuel and methane with and without water injection to water mass loadings of 2/1 water to fuel. A similar correlation was also developed using data from NASA's Chemical Equilibrium Applications (CEA) code to determine the equilibrium concentrations of carbon monoxide and nitrogen oxide as functions of overall equivalence ratio, water to fuel mass ratio, pressure and temperature (T3). The temperature of the gas entering the turbine (T4) was also correlated as a function of the initial combustor temperature (T3), equivalence ratio, water to fuel mass ratio, and pressure.

  14. Blood Lead Level Among Fuel Station Workers

    PubMed Central

    Al-Rudainy, Laith Abdulmajeed

    2010-01-01

    Objectives This study aims to determine the level of lead in blood of fuel station workers and in a group of people not occupationally exposed to lead Methods 53 control subjects with low risk lead exposure and 45 fuel station workers comprising the study group were included in this study in a period from September 2008 to December 2009. Blood samples were collected and analyzed for each subject by Lead Care Blood Testing System. The average blood lead levels of each group were compared using the independent sample (Mann – Whitney U) test. Results The median (range) 14.1 (7.5–56) μg/dl concentration of lead in the blood of fuel stations workers was significantly higher than the median (range) 6.5 (4.0–1.6) μg/dl concentration of lead in the blood of the control group (p< 0.001).The results obtained also showed that the values of blood lead levels in many workers were higher than action and upper limits acceptable for adults. In fuel station workers, the duration of exposure to leaded fuel was significantly correlated with the blood lead level. Conclusions Occupational exposure to lead is prevalent among many fuel station workers in Basrah. A policy action to improve working conditions and to phase out the use of leaded gasoline is recommended. PMID:22043339

  15. 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. ...

  16. 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. ...

  17. Real-world fuel use and gaseous emission rates for flex fuel vehicles operated on E85 versus gasoline.

    PubMed

    Delavarrafiee, Maryam; Frey, H Christopher

    2018-03-01

    Flex fuel vehicles (FFVs) typically operate on gasoline or E85, an 85%/15% volume blend of ethanol and gasoline. Differences in FFV fuel use and tailpipe emission rates are quantified for E85 versus gasoline based on real-world measurements of five FFVs with a portable emissions measurement system (PEMS), supplemented chassis dynamometer data, and estimates from the Motor Vehicle Emission Simulator (MOVES) model. Because of inter-vehicle variability, an individual FFV may have higher nitrogen oxide (NO x ) or carbon monoxide (CO) emission rates on E85 versus gasoline, even though average rates are lower. Based on PEMS data, the comparison of tailpipe emission rates for E85 versus gasoline is sensitive to vehicle-specific power (VSP). For example, although CO emission rates are lower for all VSP modes, they are proportionally lowest at higher VSP. Driving cycles with high power demand are more advantageous with respect to CO emissions, but less advantageous for NO x . Chassis dynamometer data are available for 121 FFVs at 50,000 useful life miles. Based on the dynamometer data, the average difference in tailpipe emissions for E85 versus gasoline is -23% for NO x , -30% for CO, and no significant difference for hydrocarbons (HC). To account for both the fuel cycle and tailpipe emissions from the vehicle, a life cycle inventory was conducted. Although tailpipe NO x emissions are lower for E85 versus gasoline for FFVs and thus benefit areas where the vehicles operate, the life cycle NO x emissions are higher because the NO x emissions generated during fuel production are higher. The fuel production emissions take place typically in rural areas. Although there are not significant differences in the total HC emissions, there are differences in HC speciation. The net effect of lower tailpipe NO x emissions and differences in HC speciation on ozone formation should be further evaluated. Reported comparisons of flex fuel vehicle (FFV) tailpipe emission rates for E85 versus gasoline have been inconsistent. To date, this is the most comprehensive evaluation of available and new data. The large range of inter-vehicle variability illustrates why prior studies based on small sample sizes led to apparently contradictory findings. E85 leads to significant reductions in tailpipe nitrogen oxide (NO x ) and carbon monoxide (CO) emission rates compared with gasoline, indicating a potential benefit for ozone air quality management in NO x -limited areas. The comparison of FFV tailpipe emissions between E85 and gasoline is sensitive to power demand and driving cycles.

  18. Hybrid Reynolds-Averaged/Large Eddy Simulation of the Flow in a Model SCRamjet Cavity Flameholder

    NASA Technical Reports Server (NTRS)

    Baurle, R. A.

    2016-01-01

    Steady-state and scale-resolving simulations have been performed for flow in and around a model scramjet combustor flameholder. Experimental data available for this configuration include velocity statistics obtained from particle image velocimetry. Several turbulence models were used for the steady-state Reynolds-averaged simulations which included both linear and non-linear eddy viscosity models. The scale-resolving simulations used a hybrid Reynolds-averaged/large eddy simulation strategy that is designed to be a large eddy simulation everywhere except in the inner portion (log layer and below) of the boundary layer. Hence, this formulation can be regarded as a wall-modeled large eddy simulation. This e ort was undertaken to not only assess the performance of the hybrid Reynolds-averaged / large eddy simulation modeling approach in a flowfield of interest to the scramjet research community, but to also begin to understand how this capability can best be used to augment standard Reynolds-averaged simulations. The numerical errors were quantified for the steady-state simulations, and at least qualitatively assessed for the scale-resolving simulations prior to making any claims of predictive accuracy relative to the measurements. The steady-state Reynolds-averaged results displayed a high degree of variability when comparing the flameholder fuel distributions obtained from each turbulence model. This prompted the consideration of applying the higher-fidelity scale-resolving simulations as a surrogate "truth" model to calibrate the Reynolds-averaged closures in a non-reacting setting prior to their use for the combusting simulations. In general, the Reynolds-averaged velocity profile predictions at the lowest fueling level matched the particle imaging measurements almost as well as was observed for the non-reacting condition. However, the velocity field predictions proved to be more sensitive to the flameholder fueling rate than was indicated in the measurements.

  19. 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...

  20. 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...

  1. 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...

  2. 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...

  3. 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...

  4. 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...

  5. 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...

  6. 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...

  7. 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...

  8. 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...

  9. 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...

  10. 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...

  11. 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)

  12. 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...

  13. 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

  14. 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.

  15. 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...

  16. Aerosol emissions of a ship diesel engine operated with diesel fuel or heavy fuel oil.

    PubMed

    Streibel, Thorsten; Schnelle-Kreis, Jürgen; Czech, Hendryk; Harndorf, Horst; Jakobi, Gert; Jokiniemi, Jorma; Karg, Erwin; Lintelmann, Jutta; Matuschek, Georg; Michalke, Bernhard; Müller, Laarnie; Orasche, Jürgen; Passig, Johannes; Radischat, Christian; Rabe, Rom; Reda, Ahmed; Rüger, Christopher; Schwemer, Theo; Sippula, Olli; Stengel, Benjamin; Sklorz, Martin; Torvela, Tiina; Weggler, Benedikt; Zimmermann, Ralf

    2017-04-01

    Gaseous and particulate emissions from a ship diesel research engine were elaborately analysed by a large assembly of measurement techniques. Applied methods comprised of offline and online approaches, yielding averaged chemical and physical data as well as time-resolved trends of combustion by-products. The engine was driven by two different fuels, a commonly used heavy fuel oil (HFO) and a standardised diesel fuel (DF). It was operated in a standardised cycle with a duration of 2 h. Chemical characterisation of organic species and elements revealed higher concentrations as well as a larger number of detected compounds for HFO operation for both gas phase and particulate matter. A noteworthy exception was the concentration of elemental carbon, which was higher in DF exhaust aerosol. This may prove crucial for the assessment and interpretation of biological response and impact via the exposure of human lung cell cultures, which was carried out in parallel to this study. Offline and online data hinted at the fact that most organic species in the aerosol are transferred from the fuel as unburned material. This is especially distinctive at low power operation of HFO, where low volatility structures are converted to the particulate phase. The results of this study give rise to the conclusion that a mere switching to sulphur-free fuel is not sufficient as remediation measure to reduce health and environmental effects of ship emissions.

  17. 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...

  18. 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...

  19. 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...

  20. 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...

  1. Performance and emission characteristics of swirl-can combustors to near-stoichiometric fuel-air ratio

    NASA Technical Reports Server (NTRS)

    Diehl, L. A.; Trout, A. M.

    1976-01-01

    Emissions and performance characteristics were determined for two full annular swirl-can combustors operated to near stoichiometric fuel-air ratio. Test condition variations were as follows: combustor inlet-air temperatures, 589, 756, 839, and 894 K; reference velocities, 24 to 37 meters per second; inlet pressure, 62 newtons per square centimeter; and fuel-air ratios, 0.015 to 0.065. The combustor average exit temperature and combustor efficiency were calculated from the combustor exhaust gas composition. For fuel-air ratios greater than 0.04, the combustion efficiency decreased with increasing fuel-air ratios in a near-linear manner. Increasing the combustor inlet air temperature tended to offset this decrease. Maximum oxides of nitrogen emission indices occurred at intermediate fuel-air ratios and were dependent on combustor design. Carbon monoxide levels were extremely high and were the primary cause of poor combustion efficiency at the higher fuel-air ratios. Unburned hydrocarbons were low for all test conditions. For high fuel-air ratios SAE smoke numbers greater than 25 were produced, except at the highest inlet-air temperatures.

  2. 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.

  3. 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...

  4. 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

  5. Fuel Characterization of Newly Discovered Nigerian Coals

    NASA Astrophysics Data System (ADS)

    Bevan Nyakuma, Bemgba; Oladokun, Olagoke; Jauro, Aliyu; Damian Nyakuma, Denen

    2017-07-01

    This study seeks to characterize and highlight the fuel properties, rank, and classification of coals from Ihioma (IHM) and Ogboligbo (OGB) in Imo and Kogi states of Nigeria, respectively. The fuel properties were examined based on ultimate, proximate, and bomb calorific analyses. The results indicated that IHM coal contains comparatively higher C and H but lower O, N, and S content than OGB. In addition, the nitrogen (N) and sulphur (S) content for both coal samples were above 0.7 wt.% and 1.5 wt.%, respectively, which indicates high potential for pollutant emissions. Furthermore, the coal proximate properties were below 5 wt.% for Moisture; Volatiles (70 wt.%); Fixed Carbon (45 wt.%) and Ash (2.5 wt.%) on average. IHM coal has an HHV of 19.40 MJ/kg whereas OGB is 15.55 MJ/kg. This is due to the low carbon (C), hydrogen (H) and high oxygen (O) content in OGB whereas IHM contains higher VM and HHV. Furthermore, OGB presents better handling, storage, and transport potential. Furthermore, OGB has a higher fuel ratio and value index due to lower moisture, ash content, and volatiles. Based on the ASTM D388 standard, the coals were classified as Lignite (Brown) Low-Rank Coals (LRCs) with potential for energy recovery.

  6. Chemical composition and source of fine and nanoparticles from recent direct injection gasoline passenger cars: Effects of fuel and ambient temperature

    NASA Astrophysics Data System (ADS)

    Fushimi, Akihiro; Kondo, Yoshinori; Kobayashi, Shinji; Fujitani, Yuji; Saitoh, Katsumi; Takami, Akinori; Tanabe, Kiyoshi

    2016-01-01

    Particle number, mass, and chemical compositions (i.e., elemental carbon (EC), organic carbon (OC), elements, ions, and organic species) of fine particles emitted from four of the recent direct injection spark ignition (DISI) gasoline passenger cars and a port fuel injection (PFI) gasoline passenger car were measured under Japanese official transient mode (JC08 mode). Total carbon (TC = EC + OC) dominated the particulate mass (90% on average). EC dominated the TC for both hot and cold start conditions. The EC/TC ratios were 0.72 for PFI and 0.88-1.0 (average = 0.92) for DISI vehicles. A size-resolved chemical analysis of a DISI car revealed that the major organic components were the C20-C28 hydrocarbons for both the accumulation-mode particles and nanoparticles. Contribution of engine oil was estimated to be 10-30% for organics and the sum of the measured elements. The remaining major fraction likely originated from gasoline fuel. Therefore, it is suggested that soot (EC) also mainly originated from the gasoline. In experiments using four fuels at three ambient temperatures, the emission factors of particulate mass were consistently higher with regular gasoline than with premium gasoline. This result suggest that the high content of less-volatile compounds in fuel increase particulate emissions. These results suggest that focusing on reducing fuel-derived EC in the production process of new cars would effectively reduce particulate emission from DISI cars.

  7. Patterns of domestic exposure to carbon monoxide and particulate matter in households using biomass fuel in Janakpur, Nepal.

    PubMed

    Bartington, S E; Bakolis, I; Devakumar, D; Kurmi, O P; Gulliver, J; Chaube, G; Manandhar, D S; Saville, N M; Costello, A; Osrin, D; Hansell, A L; Ayres, J G

    2017-01-01

    Household Air Pollution (HAP) from biomass cooking fuels is a major cause of morbidity and mortality in low-income settings worldwide. In Nepal the use of open stoves with solid biomass fuels is the primary method of domestic cooking. To assess patterns of domestic air pollution we performed continuous measurement of carbon monoxide (CO) and particulate Matter (PM 2.5 ) in 12 biomass fuel households in Janakpur, Nepal. We measured kitchen PM 2.5 and CO concentrations at one-minute intervals for an approximately 48-h period using the TSI DustTrak II 8530/SidePak AM510 (TSI Inc, St. Paul MN, USA) or EL-USB-CO data logger (Lascar Electronics, Erie PA, USA) respectively. We also obtained information regarding fuel, stove and kitchen characteristics and cooking activity patterns. Household cooking was performed in two daily sessions (median total duration 4 h) with diurnal variability in pollutant concentrations reflecting morning and evening cooking sessions and peak concentrations associated with fire-lighting. We observed a strong linear relationship between PM 2.5 measurements obtained by co-located photometric and gravimetric monitoring devices, providing local calibration factors of 4.9 (DustTrak) and 2.7 (SidePak). Overall 48-h average CO and PM 2.5 concentrations were 5.4 (SD 4.3) ppm (12 households) and 417.6 (SD 686.4) μg/m 3 (8 households), respectively, with higher average concentrations associated with cooking and heating activities. Overall average PM 2.5 concentrations and peak 1-h CO concentrations exceeded WHO Indoor Air Quality Guidelines. Average hourly PM 2.5 and CO concentrations were moderately correlated (r = 0.52), suggesting that CO has limited utility as a proxy measure for PM 2.5 exposure assessment in this setting. Domestic indoor air quality levels associated with biomass fuel combustion in this region exceed WHO Indoor Air Quality standards and are in the hazardous range for human health. Copyright © 2016 The Authors. Published by Elsevier Ltd.. All rights reserved.

  8. 49 CFR 537.2 - Purpose.

    Code of Federal Regulations, 2010 CFR

    2010-10-01

    ... OF TRANSPORTATION AUTOMOTIVE FUEL ECONOMY REPORTS § 537.2 Purpose. The purpose of this part is to... manufacturers' plans for complying with average fuel economy standards and in preparing an annual review of the average fuel economy standards. ...

  9. 49 CFR 537.2 - Purpose.

    Code of Federal Regulations, 2014 CFR

    2014-10-01

    ... OF TRANSPORTATION AUTOMOTIVE FUEL ECONOMY REPORTS § 537.2 Purpose. The purpose of this part is to... manufacturers' plans for complying with average fuel economy standards and in preparing an annual review of the average fuel economy standards. ...

  10. 49 CFR 537.2 - Purpose.

    Code of Federal Regulations, 2012 CFR

    2012-10-01

    ... OF TRANSPORTATION AUTOMOTIVE FUEL ECONOMY REPORTS § 537.2 Purpose. The purpose of this part is to... manufacturers' plans for complying with average fuel economy standards and in preparing an annual review of the average fuel economy standards. ...

  11. 49 CFR 537.2 - Purpose.

    Code of Federal Regulations, 2011 CFR

    2011-10-01

    ... OF TRANSPORTATION AUTOMOTIVE FUEL ECONOMY REPORTS § 537.2 Purpose. The purpose of this part is to... manufacturers' plans for complying with average fuel economy standards and in preparing an annual review of the average fuel economy standards. ...

  12. 49 CFR 537.2 - Purpose.

    Code of Federal Regulations, 2013 CFR

    2013-10-01

    ... OF TRANSPORTATION AUTOMOTIVE FUEL ECONOMY REPORTS § 537.2 Purpose. The purpose of this part is to... manufacturers' plans for complying with average fuel economy standards and in preparing an annual review of the average fuel economy standards. ...

  13. 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.

  14. The spatial distribution of fossil fuel CO2 traced by Δ(14)C in the leaves of gingko (Ginkgo biloba L.) in Beijing City, China.

    PubMed

    Niu, Zhenchuan; Zhou, Weijian; Zhang, Xiaoshan; Wang, Sen; Zhang, Dongxia; Lu, Xuefeng; Cheng, Peng; Wu, Shugang; Xiong, Xiaohu; Du, Hua; Fu, Yunchong

    2016-01-01

    Atmospheric fossil fuel CO2 (CO2ff ) information is an important reference for local government to formulate energy-saving and emission reduction in China. The CO2ff spatial distribution in Beijing City was traced by Δ(14)C in the leaves of gingko (Ginkgo biloba L.) from late March to September in 2009. The Δ(14)C values were in the range of -35.2 ± 2.8∼15.5 ± 3.2 ‰ (average 3.4 ± 11.8 ‰), with high values found at suburban sites (average 12.8 ± 3.1 ‰) and low values at road sites (average -8.4 ± 18.1 ‰). The CO2ff concentrations varied from 11.6 ± 3.7 to 32.5 ± 9.0 ppm, with an average of 16.4 ± 4.9 ppm. The CO2ff distribution in Beijing City showed spatial heterogeneity. CO2ff hotspots were found at road sites resulted from the emission from vehicles, while low CO2ff concentrations were found at suburban sites because of the less usage of fossil fuels. Additionally, CO2ff concentrations in the northwest area were generally higher than those in the southeast area due to the disadvantageous topography.

  15. 40 CFR 600.510-08 - Calculation of average fuel economy.

    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. 600.510-08 Section 600.510-08 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for Model Year 1978 Passenger Automobiles...

  16. 40 CFR 600.510-86 - Calculation of average fuel economy.

    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. 600.510-86 Section 600.510-86 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for Model Year 1978 Passenger Automobiles...

  17. 40 CFR 600.510-93 - Calculation of average fuel economy.

    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. 600.510-93 Section 600.510-93 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) ENERGY POLICY FUEL ECONOMY AND CARBON-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for Model Year 1978 Passenger Automobiles...

  18. 77 FR 69924 - Request for Comments on a Renewal of a Previously Approved Information Collection: Production...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2012-11-21

    ...: Kenneth R. Katz, Fuel Economy Division, Office of International Policy, Fuel Economy and Consumer Programs... Parts 531 and 533 Passenger Car Average Fuel Economy Standards--Model Years 2016-2025; Light Truck Average Fuel Economy Standards--Model Years 2016-2025; Production Plan Data. OMB Control Number: 2127-0655...

  19. 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.

  20. Assessing the Climate Trade-Offs of Gasoline Direct Injection Engines.

    PubMed

    Zimmerman, Naomi; Wang, Jonathan M; Jeong, Cheol-Heon; Wallace, James S; Evans, Greg J

    2016-08-02

    Compared to port fuel injection (PFI) engine exhaust, gasoline direct injection (GDI) engine exhaust has higher emissions of black carbon (BC), a climate-warming pollutant. However, the relative increase in BC emissions and climate trade-offs of replacing PFI vehicles with more fuel efficient GDI vehicles remain uncertain. In this study, BC emissions from GDI and PFI vehicles were compiled and BC emissions scenarios were developed to evaluate the climate impact of GDI vehicles using global warming potential (GWP) and global temperature potential (GTP) metrics. From a 20 year time horizon GWP analysis, average fuel economy improvements ranging from 0.14 to 14% with GDI vehicles are required to offset BC-induced warming. For all but the lowest BC scenario, installing a gasoline particulate filter with an 80% BC removal efficiency and <1% fuel penalty is climate beneficial. From the GTP-based analysis, it was also determined that GDI vehicles are climate beneficial within <1-20 years; longer time horizons were associated with higher BC scenarios. The GDI BC emissions spanned 2 orders of magnitude and varied by ambient temperature, engine operation, and fuel composition. More work is needed to understand BC formation mechanisms in GDI engines to ensure that the climate impacts of this engine technology are minimal.

  1. 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.

  2. Uncertainties in Estimates of Fleet Average Fuel Economy : A Statistical Evaluation

    DOT National Transportation Integrated Search

    1977-01-01

    Research was performed to assess the current Federal procedure for estimating the average fuel economy of each automobile manufacturer's new car fleet. Test vehicle selection and fuel economy estimation methods were characterized statistically and so...

  3. National Highway Traffic Safety Administration Corporate Average Fuel Economy (CAFE) Standards

    DOT National Transportation Integrated Search

    2003-01-01

    The National Highway Traffic Safety Administration (NHTSA) must set Corporate Average Fuel Economy (CAFE) standards for light trucks. This was authorized by the Energy Policy and Conservation Act, which added Title V: Imporving Automotive Fuel Effici...

  4. The geographical distribution of fossil fuels unused when limiting global warming to 2 °C.

    PubMed

    McGlade, Christophe; Ekins, Paul

    2015-01-08

    Policy makers have generally agreed that the average global temperature rise caused by greenhouse gas emissions should not exceed 2 °C above the average global temperature of pre-industrial times. It has been estimated that to have at least a 50 per cent chance of keeping warming below 2 °C throughout the twenty-first century, the cumulative carbon emissions between 2011 and 2050 need to be limited to around 1,100 gigatonnes of carbon dioxide (Gt CO2). However, the greenhouse gas emissions contained in present estimates of global fossil fuel reserves are around three times higher than this, and so the unabated use of all current fossil fuel reserves is incompatible with a warming limit of 2 °C. Here we use a single integrated assessment model that contains estimates of the quantities, locations and nature of the world's oil, gas and coal reserves and resources, and which is shown to be consistent with a wide variety of modelling approaches with different assumptions, to explore the implications of this emissions limit for fossil fuel production in different regions. Our results suggest that, globally, a third of oil reserves, half of gas reserves and over 80 per cent of current coal reserves should remain unused from 2010 to 2050 in order to meet the target of 2 °C. We show that development of resources in the Arctic and any increase in unconventional oil production are incommensurate with efforts to limit average global warming to 2 °C. Our results show that policy makers' instincts to exploit rapidly and completely their territorial fossil fuels are, in aggregate, inconsistent with their commitments to this temperature limit. Implementation of this policy commitment would also render unnecessary continued substantial expenditure on fossil fuel exploration, because any new discoveries could not lead to increased aggregate production.

  5. Light-duty vehicle fuel economy improvements, 1979--1998: A consumer purchase model of corporate average fuel economy, fuel price, and income effects

    NASA Astrophysics Data System (ADS)

    Chien, David Michael

    2000-10-01

    The Energy Policy and Conservation Act of 1975, which created fuel economy standards for automobiles and light trucks, was passed by Congress in response to the rapid rise in world oil prices as a result of the 1973 oil crisis. The standards were first implemented in 1978 for automobiles and 1979 for light trucks, and began with initial standards of 18 MPG for automobiles and 17.2 MPG for light trucks. The current fuel economy standards for 1998 have been held constant at 27.5 MPG for automobiles and 20.5 MPG for light trucks since 1990--1991. While actual new automobile fuel economy has almost doubled from 14 MPG in 1974 to 27.2 MPG in 1994, it is reasonable to ask if the CAFE standards are still needed. Each year Congress attempts to pass another increase in the Corporate Average Fuel Economy (CAFE) standard and fails. Many have called for the abolition of CAFE standards citing the ineffectiveness of the standards in the past. In order to determine whether CAFE standards should be increased, held constant, or repealed, an evaluation of the effectiveness of the CAFE standards to date must be established. Because fuel prices were rising concurrently with the CAFE standards, many authors have attributed the rapid rise in new car fuel economy solely to fuel prices. The purpose of this dissertation is to re-examine the determinants of new car fuel economy via three effects: CAFE regulations, fuel price, and income effects. By measuring the marginal effects of the three fuel economy determinants upon consumers and manufacturers choices, for fuel economy, an estimate was made of the influence of each upon new fuel economy. The conclusions of this dissertation present some clear signals to policymakers: CAFE standards have been very effective in increasing fuel economy from 1979 to 1998. Furthermore, they have been the main cause of fuel economy improvement, with income being a much smaller component. Furthermore, this dissertation has suggested that fuel prices have very limited effects upon fuel economy, ranging from no primary effect on certain size classes to a minimal secondary effect through higher performance or horsepower demanded.

  6. Cyclic variations of fuel-droplet distribution during the early intake stroke of a lean-burn stratified-charge spark-ignition engine

    NASA Astrophysics Data System (ADS)

    Aleiferis, P. G.; Hardalupas, Y.; Taylor, A. M. K. P.; Ishii, K.; Urata, Y.

    2005-11-01

    Lean-burn spark-ignition engines exhibit higher efficiency and lower specific emissions in comparison with stoichiometrically charged engines. However, as the air-to-fuel (A/F) ratio of the mixture is made leaner than stoichiometric, cycle-by-cycle variations in the early stages of in-cylinder combustion, and subsequent indicated mean effective pressure (IMEP), become more pronounced and limit the range of lean-burn operation. Viable lean-burn engines promote charge stratification, the mixture near the spark plug being richer than the cylinder volume averaged value. Recent work has shown that cycle-by-cycle variations in the early stages of combustion in a stratified-charge engine can be associated with variations in both the local value of A/F ratio near the spark plug around ignition timing, as well as in the volume averaged value of the A/F ratio. The objective of the current work was to identify possible sources of such variability in A/F ratio by studying the in-cylinder field of fuel-droplet distribution during the early intake stroke. This field was visualised in an optical single-cylinder 4-valve pentroof-type spark-ignition engine by means of laser-sheet illumination in planes parallel to the cylinder head gasket 6 and 10 mm below the spark plug. The engine was run with port-injected isooctane at 1500 rpm with 30% volumetric efficiency and air-to-fuel ratio corresponding to both stoichiometric firing (A/F=15, Φ =1.0) and mixture strength close to the lean limit of stable operation (A/F=22, Φ =0.68). Images of Mie intensity scattered by the cloud of fuel droplets were acquired on a cycle-by-cycle basis. These were studied in order to establish possible correlations between the cyclic variations in size, location and scattered-light intensity of the cloud of droplets with the respective variations in IMEP. Because of the low level of Mie intensity scattered by the droplets and because of problems related to elastic scattering on the walls of the combustion chamber, as well as problems related to engine “rocking” at the operating conditions close to the misfire limit, the acquired images were processed for background subtraction by using a PIV-based data correction algorithm. After this processing, the arrival and leaving timings of fuel droplets into the illuminated plane were found not to vary significantly on a cycle-by-cycle basis but the recorded cycle-by-cycle variations in Mie intensity suggested that the amount of fuel in the cylinder could have been 6 26% greater for the “strong” cycles with IMEP 115% higher than the average IMEP, than the ones imaged for “weak” cycles at less than 85% the average IMEP. This would correspond to a maximum cyclic variability in the in-cylinder equivalence ratio Φ of the order of 0.17.

  7. Performance, Cost, and Market Share of Conventional Vehicle Efficiency Technologies? Retrospective Comparison of Regulatory Document Projections for Corporate Average Fuel Economy and Greenhouse Gas Standards

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

    Xie, Fei; Lin, Zhenhong; Nealer, Rachael

    This paper conducted an analysis of regulatory documents on current energy- and greenhouse gas–relevant conventional vehicle efficiency technologies in the corporate average fuel economy standards (2017 to 2025) and greenhouse gas rulemaking context by NHTSA and EPA. The focus was on identifying what technologies today—as estimated now (2015 to 2016)—receive higher or lower expectations with regard to effectiveness, cost, and consumer adoption than what experts projected during the 2010 to 2011 rulemaking period. A broad range of conventional vehicle efficiency technologies, including gasoline engine and diesel engine, transmission, accessory, hybrid, and vehicle body technologies, was investigated in this analysis. Finally,more » most assessed technologies were found to have had better competitiveness than expected with regard to effectiveness or costs, or both, with costs and market penetration more difficult to predict than technology effectiveness.« less

  8. Performance, Cost, and Market Share of Conventional Vehicle Efficiency Technologies? Retrospective Comparison of Regulatory Document Projections for Corporate Average Fuel Economy and Greenhouse Gas Standards

    DOE PAGES

    Xie, Fei; Lin, Zhenhong; Nealer, Rachael

    2017-09-30

    This paper conducted an analysis of regulatory documents on current energy- and greenhouse gas–relevant conventional vehicle efficiency technologies in the corporate average fuel economy standards (2017 to 2025) and greenhouse gas rulemaking context by NHTSA and EPA. The focus was on identifying what technologies today—as estimated now (2015 to 2016)—receive higher or lower expectations with regard to effectiveness, cost, and consumer adoption than what experts projected during the 2010 to 2011 rulemaking period. A broad range of conventional vehicle efficiency technologies, including gasoline engine and diesel engine, transmission, accessory, hybrid, and vehicle body technologies, was investigated in this analysis. Finally,more » most assessed technologies were found to have had better competitiveness than expected with regard to effectiveness or costs, or both, with costs and market penetration more difficult to predict than technology effectiveness.« less

  9. Thermofluidic compression effects to achieve combustion in a low-compression scramjet engine

    NASA Astrophysics Data System (ADS)

    Moura, A. F.; Wheatley, V.; Jahn, I.

    2018-07-01

    The compression provided by a scramjet inlet is an important parameter in its design. It must be low enough to limit thermal and structural loads and stagnation pressure losses, but high enough to provide the conditions favourable for combustion. Inlets are typically designed to achieve sufficient compression without accounting for the fluidic, and subsequently thermal, compression provided by the fuel injection, which can enable robust combustion in a low-compression engine. This is investigated using Reynolds-averaged Navier-Stokes numerical simulations of a simplified scramjet engine designed to have insufficient compression to auto-ignite fuel in the absence of thermofluidic compression. The engine was designed with a wide rectangular combustor and a single centrally located injector, in order to reduce three-dimensional effects of the walls on the fuel plume. By varying the injected mass flow rate of hydrogen fuel (equivalence ratios of 0.22, 0.17, and 0.13), it is demonstrated that higher equivalence ratios lead to earlier ignition and more rapid combustion, even though mean conditions in the combustor change by no more than 5% for pressure and 3% for temperature with higher equivalence ratio. By supplementing the lower equivalence ratio with helium to achieve a higher mass flow rate, it is confirmed that these benefits are primarily due to the local compression provided by the extra injected mass. Investigation of the conditions around the fuel plume indicated two connected mechanisms. The higher mass flow rate for higher equivalence ratios generated a stronger injector bow shock that compresses the free-stream gas, increasing OH radical production and promoting ignition. This was observed both in the higher equivalence ratio case and in the case with helium. This earlier ignition led to increased temperature and pressure downstream and, consequently, stronger combustion. The heat release from combustion provided thermal compression in the combustor, further increasing combustion efficiency.

  10. Thermofluidic compression effects to achieve combustion in a low-compression scramjet engine

    NASA Astrophysics Data System (ADS)

    Moura, A. F.; Wheatley, V.; Jahn, I.

    2017-12-01

    The compression provided by a scramjet inlet is an important parameter in its design. It must be low enough to limit thermal and structural loads and stagnation pressure losses, but high enough to provide the conditions favourable for combustion. Inlets are typically designed to achieve sufficient compression without accounting for the fluidic, and subsequently thermal, compression provided by the fuel injection, which can enable robust combustion in a low-compression engine. This is investigated using Reynolds-averaged Navier-Stokes numerical simulations of a simplified scramjet engine designed to have insufficient compression to auto-ignite fuel in the absence of thermofluidic compression. The engine was designed with a wide rectangular combustor and a single centrally located injector, in order to reduce three-dimensional effects of the walls on the fuel plume. By varying the injected mass flow rate of hydrogen fuel (equivalence ratios of 0.22, 0.17, and 0.13), it is demonstrated that higher equivalence ratios lead to earlier ignition and more rapid combustion, even though mean conditions in the combustor change by no more than 5% for pressure and 3% for temperature with higher equivalence ratio. By supplementing the lower equivalence ratio with helium to achieve a higher mass flow rate, it is confirmed that these benefits are primarily due to the local compression provided by the extra injected mass. Investigation of the conditions around the fuel plume indicated two connected mechanisms. The higher mass flow rate for higher equivalence ratios generated a stronger injector bow shock that compresses the free-stream gas, increasing OH radical production and promoting ignition. This was observed both in the higher equivalence ratio case and in the case with helium. This earlier ignition led to increased temperature and pressure downstream and, consequently, stronger combustion. The heat release from combustion provided thermal compression in the combustor, further increasing combustion efficiency.

  11. Internal Nozzle Flow Simulations of Gasoline-Like Fuels under Diesel Operating Conditions

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

    Torelli, R.; Som, S.; Pei, Y.

    Spray formation in internal combustion engines with direct injection is strictly correlated with internal nozzle flow characteristics, which are in turn influenced by fuel physical properties and injector needle motion. This paper pre-sents a series of 3D simulations that model the in-nozzle flow in a 5-hole mini-sac diesel injector. Two gasoline-like naphtha fuels, namely full-range and light naphtha, were tested under operating conditions typical of diesel applica-tions and were compared with n-dodecane, selected from a palette used as diesel surrogates. Validated methodolo-gies from our previous work were employed to account for realistic needle motion. The multi-phase nature of the problemmore » was described by the mixture model assumption with the Volume of Fluid method. Cavitation effects were included by means of the Homogeneous Relaxation Model and turbulence closure was achieved with the Standard k-ε model in an Unsteady Reynolds-Averaged Navier-Stokes formulation. The results revealed that injector perfor-mance and propensity to cavitation are influenced by the fuel properties. Analyses of several physical quantities were carried out to highlight the fuel-to-fuel differences in terms of mass flow rate, discharge coefficients, and fuel vapor volume fraction inside the orifices. A series of parametric investigations was also performed to assess the fuel response to varied fuel injection temperature, injection pressure, and cross-sectional orifice area. For all cases, the strict correlation between cavitation magnitude and saturation pressure was confirmed. Owing to their higher volatil-ity, the two gasoline-like fuels were characterized by higher cavitation across all the simulated conditions. Occur-rence of cavitation was mostly found at the needle seat and at the orifice inlets during the injection event’s transient, when very small gaps exist between the needle and its seat. This behavior tended to disappear at maximum needle lift, where cavitation was absent for all fuels. Differences in mass flow rate between the naphtha fuels and n-dodecane were measured and ascribed to the different densities of the three fuels. Nevertheless, they were found to be smaller than expected, owing to the lower viscosity of the gasoline-like fuels. This beneficial influence of the lower viscosity was shown to be less effective at higher temperature, where the relative viscosity differences de-creased.« less

  12. 49 CFR 536.3 - Definitions.

    Code of Federal Regulations, 2011 CFR

    2011-10-01

    ... manufactured by a manufacturer in that compliance category in a particular model year have greater average fuel.... 32905) than that manufacturer's fuel economy standard for that compliance category and model year... year have lower average fuel economy (calculated in a manner that reflects the incentives for...

  13. 49 CFR 536.3 - Definitions.

    Code of Federal Regulations, 2010 CFR

    2010-10-01

    ... manufactured by a manufacturer in that compliance category in a particular model year have greater average fuel.... 32905) than that manufacturer's fuel economy standard for that compliance category and model year... year have lower average fuel economy (calculated in a manner that reflects the incentives for...

  14. Emission factors for gaseous and particulate pollutants from offshore diesel engine vessels in China

    NASA Astrophysics Data System (ADS)

    Zhang, Fan; Chen, Yingjun; Tian, Chongguo; Lou, Diming; Li, Jun; Zhang, Gan; Matthias, Volker

    2016-05-01

    Shipping emissions have significant influence on atmospheric environment as well as human health, especially in coastal areas and the harbour districts. However, the contribution of shipping emissions on the environment in China still need to be clarified especially based on measurement data, with the large number ownership of vessels and the rapid developments of ports, international trade and shipbuilding industry. Pollutants in the gaseous phase (carbon monoxide, sulfur dioxide, nitrogen oxides, total volatile organic compounds) and particle phase (particulate matter, organic carbon, elemental carbon, sulfates, nitrate, ammonia, metals) in the exhaust from three different diesel-engine-powered offshore vessels in China (350, 600 and 1600 kW) were measured in this study. Concentrations, fuel-based and power-based emission factors for various operating modes as well as the impact of engine speed on emissions were determined. Observed concentrations and emission factors for carbon monoxide, nitrogen oxides, total volatile organic compounds, and particulate matter were higher for the low-engine-power vessel (HH) than for the two higher-engine-power vessels (XYH and DFH); for instance, HH had NOx EF (emission factor) of 25.8 g kWh-1 compared to 7.14 and 6.97 g kWh-1 of DFH, and XYH, and PM EF of 2.09 g kWh-1 compared to 0.14 and 0.04 g kWh-1 of DFH, and XYH. Average emission factors for all pollutants except sulfur dioxide in the low-engine-power engineering vessel (HH) were significantly higher than that of the previous studies (such as 30.2 g kg-1 fuel of CO EF compared to 2.17 to 19.5 g kg-1 fuel in previous studies, 115 g kg-1 fuel of NOx EF compared to 22.3 to 87 g kg-1 fuel in previous studies and 9.40 g kg-1 fuel of PM EF compared to 1.2 to 7.6 g kg-1 fuel in previous studies), while for the two higher-engine-power vessels (DFH and XYH), most of the average emission factors for pollutants were comparable to the results of the previous studies, engine type was one of the most important influence factors for the differences. Emission factors for all three vessels were significantly different during different operating modes. Organic carbon and elemental carbon were the main components of particulate matter, while water-soluble ions and elements were present in trace amounts. The test inland ships and some test offshore vessels in China always had higher EFs for CO, NOx, and PM than previous studies. Besides, due to the significant influence of engine type on shipping emissions and that no accurate local EFs could be used in inventory calculation, much more measurement data for different vessels in China are still in urgent need. Best-fit engine speeds during actual operation should be based on both emission factors and economic costs.

  15. Checkerboard seed-blanket thorium fuel core concepts for heavy water moderated reactors

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

    Bromley, B.P.; Hyland, B.

    2013-07-01

    New reactor concepts to implement thorium-based fuel cycles have been explored to achieve maximum resource utilization. Pressure tube heavy water reactors (PT-HWR) are highly advantageous for implementing the use of thorium-based fuels because of their high neutron economy and on-line re-fuelling capability. The use of heterogeneous seed-blanket core concepts in a PT-HWR where higher-fissile-content seed fuel bundles are physically separate from lower-fissile-content blanket bundles allows more flexibility and control in fuel management to maximize the fissile utilization and conversion of fertile fuel. The lattice concept chosen was a 35-element bundle made with a homogeneous mixture of reactor grade Pu (aboutmore » 67 wt% fissile) and Th, and with a central zirconia rod to help reduce coolant void reactivity. Several checkerboard heterogeneous seed-blanket core concepts with plutonium-thorium-based fuels in a 700-MWe-class PT-HWR were analyzed, using a once-through thorium (OTT) cycle. Different combinations of seed and blanket fuel were tested to determine the impact on core-average burnup, fissile utilization, power distributions, and other performance parameters. It was found that various checkerboard core concepts can achieve a fissile utilization that is up to 26% higher than that achieved in a PT-HWR using more conventional natural uranium fuel bundles. Up to 60% of the Pu is consumed; up to 43% of the energy is produced from thorium, and up to 303 kg/year of Pa-233/U-233/U-235 are produced. Checkerboard cores with about 50% of low-power blanket bundles may require power de-rating (65% to 74%) to avoid exceeding maximum limits for channel and bundle powers and linear element ratings. (authors)« less

  16. Annular seed-blanket thorium fuel core concepts for heavy water moderated reactors

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

    Bromley, B.P.; Hyland, B.

    2013-07-01

    New reactor concepts to implement thorium-based fuel cycles have been explored to achieve maximum resource utilization. Pressure tube heavy water reactors (PT-HWR) are highly advantageous for implementing the use of thorium-based fuels because of their high neutron economy and on-line re-fuelling capability. The use of heterogeneous seed-blanket core concepts in a PT-HWR where higher-fissile-content seed fuel bundles are physically separate from lower-fissile-content blanket bundles allows more flexibility and control in fuel management to maximize the fissile utilization and conversion of fertile fuel. The lattice concept chosen is a 35-element bundle made with a homogeneous mixture of reactor grade Pu andmore » Th, and with a central zirconia rod to help reduce coolant void reactivity. Several annular heterogeneous seed-blanket core concepts with plutonium-thorium-based fuels in a 700-MWe-class PT-HWR were analyzed, using a once-through thorium (OTT) cycle. Different combinations of seed and blanket fuel were tested to determine the impact on core-average burnup, fissile utilization, power distributions, and other performance parameters. It was found that the various core concepts can achieve a fissile utilization that is up to 30% higher than is currently achieved in a PT-HWR using conventional natural uranium fuel bundles. Up to 67% of the Pu is consumed; up to 43% of the energy is produced from thorium, and up to 363 kg/year of U-233 is produced. Seed-blanket cores with ∼50% content of low-power blanket bundles may require power de-rating (∼58% to 65%) to avoid exceeding maximum limits for peak channel power, bundle power and linear element ratings. (authors)« less

  17. 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).

  18. Impact of a Diesel High Pressure Common Rail Fuel System and Onboard Vehicle Storage on B20 Biodiesel Blend Stability

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

    Christensen, Earl; McCormick, Robert L.; Sigelko, Jenny

    Adoption of high-pressure common-rail (HPCR) fuel systems, which subject diesel fuels to higher temperatures and pressures, has brought into question the efficacy of ASTM International specifications for biodiesel and biodiesel blend oxidation stability, as well as the lack of any stability parameter for diesel fuel. A controlled experiment was developed to investigate the impact of a light-duty diesel HPCR fuel system on the stability of 20% biodiesel (B20) blends under conditions of intermittent use and long-term storage in a relatively hot and dry climate. B20 samples with Rancimat induction periods (IPs) near the current 6.0-hour minimum specification (6.5 hr) andmore » roughly double the ASTM specification (13.5 hr) were prepared from a conventional diesel and a highly unsaturated biodiesel. Four 2011 model year Volkswagen Passats equipped with HPCR fuel injection systems were utilized: one on B0, two on B20-6.5 hr, and one on B20-13.5 hr. Each vehicle was operated over a one-hour drive cycle in a hot running loss test cell to initially stress the fuel. The cars were then kept at Volkswagen's Arizona Proving Ground for two (35 degrees C average daily maximum) to six months (26 degrees C average daily maximum). The fuel was then stressed again by running a portion of the one-hour dynamometer drive cycle (limited by the amount of fuel in the tank). Fuel rail and fuel tank samples were analyzed for IP, acid number, peroxide content, polymer content, and ester profile. The HPCR fuel pumps were removed, dismantled, and inspected for deposits or abnormal wear. Analysis of fuels collected during initial dynamometer tests showed no impact of exposure to HPCR conditions. Long-term storage with intermittent use showed that IP remained above 3 hours, acid number below 0.3 mg KOH/g, peroxides low, no change in ester profile, and no production of polymers. Final dynamometer tests produced only small changes in fuel properties. Inspection of the HPCR fuel pumps revealed no deposits or abnormal wear for any fuel. The results provide some confidence that the ASTM D7467 stability requirement of 6 hr. minimum IP for B6 to B20 blends provides adequate protection for modern engine fuel systems.« less

  19. 40 CFR 600.509-12 - Voluntary submission of additional data.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... (CONTINUED) 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... addition to the data required by the Administrator. (b) Additional fuel economy and carbon-related exhaust...

  20. 49 CFR 525.4 - Definitions.

    Code of Federal Regulations, 2014 CFR

    2014-10-01

    ..., DEPARTMENT OF TRANSPORTATION EXEMPTIONS FROM AVERAGE FUEL ECONOMY STANDARDS § 525.4 Definitions. (a... section 501 of the Act. (2) The terms average fuel economy, fuel economy, and model type are used as... economy standard are requested under this part; Production mix means the number of passenger automobiles...

  1. 40 CFR 600.509-12 - Voluntary submission of additional data.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... (CONTINUED) 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... addition to the data required by the Administrator. (b) Additional fuel economy and carbon-related exhaust...

  2. Comparison of Selected EIA-782 Data With Other Data Sources

    EIA Publications

    2012-01-01

    This article compares annual average prices reported from the EIA-782 survey series for residential No. 2 distillate, on-highway diesel fuel, retail regular motor gasoline, refiner No. 2 fuel oil for resale, refiner No. 2 diesel fuel for resale, refiner regular motor gasoline for resale, and refiner kerosene-type jet fuel for resale with annual average prices reported by other sources. In terms of volume, it compares EIA-782C Prime Supplier annual volumes for motor gasoline (all grades), distillate fuel oil, kerosene-type jet fuel and residual fuel oil with annual volumes from other sources.

  3. 40 CFR 63.7541 - How do I demonstrate continuous compliance under the emission averaging provision?

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... solid fuel boilers participating in the emissions averaging option as determined in § 63.7522(f) and (g... this section. (i) For each existing solid fuel boiler participating in the emissions averaging option... below the applicable limit. (ii) For each group of boilers participating in the emissions averaging...

  4. 49 CFR 537.7 - Pre-model year and mid-model year reports.

    Code of Federal Regulations, 2010 CFR

    2010-10-01

    ... TRAFFIC SAFETY ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AUTOMOTIVE FUEL ECONOMY REPORTS § 537.7 Pre... manufacturer's light trucks for the current model year. (b) Projected average and required fuel economy. (1) State the projected average fuel economy for the manufacturer's automobiles determined in accordance...

  5. 40 CFR 600.507-08 - Running change data requirements.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... 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 § 600.507-08... manufacturer shall submit additional running change fuel economy data as specified in paragraph (b) of this...

  6. 40 CFR 600.509-08 - Voluntary submission of additional data.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... (CONTINUED) 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... data in addition to the data required by the Administrator. (b) Additional fuel economy data may be...

  7. 40 CFR 600.509-08 - Voluntary submission of additional data.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... (CONTINUED) 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... data in addition to the data required by the Administrator. (b) Additional fuel economy data may be...

  8. 49 CFR 537.7 - Pre-model year and mid-model year reports.

    Code of Federal Regulations, 2012 CFR

    2012-10-01

    ... TRAFFIC SAFETY ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AUTOMOTIVE FUEL ECONOMY REPORTS § 537.7 Pre... manufacturer's light trucks for the current model year. (b) Projected average and required fuel economy. (1) State the projected average fuel economy for the manufacturer's automobiles determined in accordance...

  9. 49 CFR 537.7 - Pre-model year and mid-model year reports.

    Code of Federal Regulations, 2011 CFR

    2011-10-01

    ... TRAFFIC SAFETY ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AUTOMOTIVE FUEL ECONOMY REPORTS § 537.7 Pre... manufacturer's light trucks for the current model year. (b) Projected average and required fuel economy. (1) State the projected average fuel economy for the manufacturer's automobiles determined in accordance...

  10. Distributions of fossil fuel originated CO2 in five metropolitan areas of Korea (Seoul, Busan, Daegu, Daejeon, and Gwangju) according to the Δ14C in ginkgo leaves

    NASA Astrophysics Data System (ADS)

    Park, J. H.; Hong, W.; Park, G.; Sung, K. S.; Lee, K. H.; Kim, Y. E.; Kim, J. K.; Choi, H. W.; Kim, G. D.; Woo, H. J.

    2013-01-01

    We collected a batch of ginkgo (Ginkgo biloba Linnaeus) leaf samples at five metropolitan areas of Korea (Seoul, Busan, Daegu, Daejeon, and Gwangju) in 2009 to obtain the regional distribution of fossil fuel originated CO2 (fossil fuel CO2) in the atmosphere. Regions assumed to be free of fossil fuel CO2 were also selected, namely Mt. Chiak, Mt. Kyeryong, Mt. Jiri, Anmyeon Island, and Jeju Island and ginkgo leaf samples were collected in those areas during the same period. The Δ14C values of the samples were measured using Accelerator Mass Spectrometry (AMS) and the fossil fuel CO2 ratios in the atmosphere were obtained in the five metropolitan areas. The average ratio of fossil fuel CO2 in Seoul was higher than that in the other four cities. The leaves from the Sajik Tunnel in Seoul recorded the highest FFCTC (fossil fuel CO2 over total CO2 in atmosphere), 13.9 ± 0.5%, as the air flow of the surrounding neighborhood of the Sajik Tunnel was blocked.

  11. Long Term Hydrogen Vehicle Fleet Operational Assessment

    DTIC Science & Technology

    2011-03-21

    presented in Table 2. Also included in Table 2 is the average fuel economy in miles per gallon of gasoline equivalent ( gge ) and kilometers per gge ...calculated by applying the conversion factor of one gge being equivalent to 0.997 kilograms of hydrogen [4...Number Average Fuel Economy mi/kg (km/kg) Average Fuel Economy mi/ gge (km/ gge ) 1 26.9 (43.3) 26.8 (43.1) 2 25.0 (40.2) 24.9

  12. Alternate charging and discharging of capacitor to enhance the electron production of bioelectrochemical systems.

    PubMed

    Liang, Peng; Wu, Wenlong; Wei, Jincheng; Yuan, Lulu; Xia, Xue; Huang, Xia

    2011-08-01

    A bioelectrochemical system (BES) can be operated in both "microbial fuel cell" (MFC) and "microbial electrolysis cell" (MEC) modes, in which power is delivered and invested respectively. To enhance the electric current production, a BES was operated in MFC mode first and a capacitor was used to collect power from the system. Then the charged capacitor discharged electrons to the system itself, switching into MEC mode. This alternate charging and discharging (ACD) mode helped the system produce 22-32% higher average current compared to an intermittent charging (IC) mode, in which the capacitor was first charged from an MFC and then discharged to a resistor, at 21.6 Ω external resistance, 3.3 F capacitance and 300 mV charging voltage. The effects of external resistance, capacitance and charging voltage on average current were studied. The average current reduced as the external resistance and charging voltage increased and was slightly affected by the capacitance. Acquisition of higher average current in the ACD mode was attributed to the shorter discharging time compared to the charging time, as well as a higher anode potential caused by discharging the capacitor. Results from circuit analysis and quantitatively calculation were consistent with the experimental observations.

  13. 49 CFR 537.8 - Supplementary reports.

    Code of Federal Regulations, 2010 CFR

    2010-10-01

    ... ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AUTOMOTIVE FUEL ECONOMY REPORTS § 537.8 Supplementary reports. (a)(1... semiannual report contained an average fuel economy projection under § 537.7(b)(2) or, if no average fuel economy was projected under that section, under § 537.7(b)(1), that was not less than the applicable...

  14. 49 CFR 525.8 - Processing of petitions.

    Code of Federal Regulations, 2014 CFR

    2014-10-01

    ... ADMINISTRATION, DEPARTMENT OF TRANSPORTATION EXEMPTIONS FROM AVERAGE FUEL ECONOMY STANDARDS § 525.8 Processing of... establishment of an alternative average fuel economy standard, or the proposed denial of the petition, specifies... fuel economy standard or the denial of the petition, and the reasons for the decision. (Sec. 301, Pub...

  15. 49 CFR 525.7 - Basis for petition.

    Code of Federal Regulations, 2014 CFR

    2014-10-01

    ... ADMINISTRATION, DEPARTMENT OF TRANSPORTATION EXEMPTIONS FROM AVERAGE FUEL ECONOMY STANDARDS § 525.7 Basis for... comply with that average fuel economy standard; and (4) Anticipated consumer demand in the United States... these lubricants, explain the reasons for not so doing. (f) For each affected model year, a fuel economy...

  16. 49 CFR 537.8 - Supplementary reports.

    Code of Federal Regulations, 2013 CFR

    2013-10-01

    ... ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AUTOMOTIVE FUEL ECONOMY REPORTS § 537.8 Supplementary reports. (a)(1... semiannual report contained an average fuel economy projection under § 537.7(b)(2) or, if no average fuel economy was projected under that section, under § 537.7(b)(1), that was not less than the applicable...

  17. 49 CFR 537.8 - Supplementary reports.

    Code of Federal Regulations, 2014 CFR

    2014-10-01

    ... ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AUTOMOTIVE FUEL ECONOMY REPORTS § 537.8 Supplementary reports. (a)(1... semiannual report contained an average fuel economy projection under § 537.7(b)(2) or, if no average fuel economy was projected under that section, under § 537.7(b)(1), that was not less than the applicable...

  18. 49 CFR 537.8 - Supplementary reports.

    Code of Federal Regulations, 2011 CFR

    2011-10-01

    ... ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AUTOMOTIVE FUEL ECONOMY REPORTS § 537.8 Supplementary reports. (a)(1... semiannual report contained an average fuel economy projection under § 537.7(b)(2) or, if no average fuel economy was projected under that section, under § 537.7(b)(1), that was not less than the applicable...

  19. 49 CFR 537.8 - Supplementary reports.

    Code of Federal Regulations, 2012 CFR

    2012-10-01

    ... ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AUTOMOTIVE FUEL ECONOMY REPORTS § 537.8 Supplementary reports. (a)(1... semiannual report contained an average fuel economy projection under § 537.7(b)(2) or, if no average fuel economy was projected under that section, under § 537.7(b)(1), that was not less than the applicable...

  20. Apollo 16, LM-11 descent propulsion system final flight evaluation

    NASA Technical Reports Server (NTRS)

    Avvenire, A. T.

    1974-01-01

    The performance of the LM-11 descent propulsion system during the Apollo 16 missions was evaluated and found satisfactory. The average engine effective specific impulse was 0.1 second higher than predicted, but well within the predicted one sigma uncertainty of 0.2 seconds. Several flight measurement discrepancies existed during the flight as follows: (1) the chamber pressure transducer had a noticeable drift, exhibiting a maximum error of about 1.5 psi at approximately 130 seconds after engine ignition, (2) the fuel and oxidizer interface pressure measurements appeared to be low during the entire flight, and (3) the fuel propellant quantity gaging system did not perform within expected accuracies.

  1. 40 CFR 600.512-08 - Model year report.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... 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 § 600.512-08 Model year... average fuel economy. The results of the manufacturer calculations and summary information of model type...

  2. 40 CFR 600.512-08 - Model year report.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... 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 § 600.512-08 Model year... average fuel economy. The results of the manufacturer calculations and summary information of model type...

  3. Plant traits determine forest flammability

    NASA Astrophysics Data System (ADS)

    Zylstra, Philip; Bradstock, Ross

    2016-04-01

    Carbon and nutrient cycles in forest ecosystems are influenced by their inherent flammability - a property determined by the traits of the component plant species that form the fuel and influence the micro climate of a fire. In the absence of a model capable of explaining the complexity of such a system however, flammability is frequently represented by simple metrics such as surface fuel load. The implications of modelling fire - flammability feedbacks using surface fuel load were examined and compared to a biophysical, mechanistic model (Forest Flammability Model) that incorporates the influence of structural plant traits (e.g. crown shape and spacing) and leaf traits (e.g. thickness, dimensions and moisture). Fuels burn with values of combustibility modelled from leaf traits, transferring convective heat along vectors defined by flame angle and with plume temperatures that decrease with distance from the flame. Flames are re-calculated in one-second time-steps, with new leaves within the plant, neighbouring plants or higher strata ignited when the modelled time to ignition is reached, and other leaves extinguishing when their modelled flame duration is exceeded. The relative influence of surface fuels, vegetation structure and plant leaf traits were examined by comparing flame heights modelled using three treatments that successively added these components within the FFM. Validation was performed across a diverse range of eucalypt forests burnt under widely varying conditions during a forest fire in the Brindabella Ranges west of Canberra (ACT) in 2003. Flame heights ranged from 10 cm to more than 20 m, with an average of 4 m. When modelled from surface fuels alone, flame heights were on average 1.5m smaller than observed values, and were predicted within the error range 28% of the time. The addition of plant structure produced predicted flame heights that were on average 1.5m larger than observed, but were correct 53% of the time. The over-prediction in this case was the result of a small number of large errors, where higher strata such as forest canopy were modelled to ignite but did not. The addition of leaf traits largely addressed this error, so that the mean flame height over-prediction was reduced to 0.3m and the fully parameterised FFM gave correct predictions 62% of the time. When small (<1m) flames were excluded, the fully parameterised model correctly predicted flame heights 12 times more often than could be predicted using surface fuels alone, and the Mean Absolute Error was 4 times smaller. The inadequate consideration of plant traits within a mechanistic framework introduces significant error to forest fire behaviour modelling. The FFM provides a solution to this, and an avenue by which plant trait information can be used to better inform Global Vegetation Models and decision-making tools used to mitigate the impacts of fire.

  4. 40 CFR 600.510-12 - Calculation of average fuel economy and average carbon-related exhaust emissions.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... nearest 0.1 mpg; or (iii) For natural gas-fueled model types, the fuel economy value calculated for that... as determined in § 600.208-12(b)(5)(i). (vi) For natural gas dual fuel model types, for model years... natural gas as determined in § 600.208-12(b)(5)(ii) divided by 0.15 provided the requirements of paragraph...

  5. 40 CFR 600.510-12 - Calculation of average fuel economy and average carbon-related exhaust emissions.

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... nearest 0.1 mpg; or (iii) For natural gas-fueled model types, the fuel economy value calculated for that... as determined in § 600.208-12(b)(5)(i). (vi) For natural gas dual fuel model types, for model years... natural gas as determined in § 600.208-12(b)(5)(ii) divided by 0.15 provided the requirements of paragraph...

  6. 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...

  7. 40 CFR 600.511-08 - Determination of domestic production.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ...) 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...

  8. 49 CFR 525.6 - Requirements for petition.

    Code of Federal Regulations, 2014 CFR

    2014-10-01

    ... ADMINISTRATION, DEPARTMENT OF TRANSPORTATION EXEMPTIONS FROM AVERAGE FUEL ECONOMY STANDARDS § 525.6 Requirements... arguments of the petitioner supporting the exemption and alternative average fuel economy standard requested...

  9. 40 CFR 600.511-08 - Determination of domestic production.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ...) 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...

  10. COMPARISON OF PARALLEL AND SERIES HYBRID POWERTRAINS FOR TRANSIT BUS APPLICATION

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

    Gao, Zhiming; Daw, C Stuart; Smith, David E

    2016-01-01

    The fuel economy and emissions of both conventional and hybrid buses equipped with emissions aftertreatment were evaluated via computational simulation for six representative city bus drive cycles. Both series and parallel configurations for the hybrid case were studied. The simulation results indicate that series hybrid buses have the greatest overall advantage in fuel economy. The series and parallel hybrid buses were predicted to produce similar CO and HC tailpipe emissions but were also predicted to have reduced NOx tailpipe emissions compared to the conventional bus in higher speed cycles. For the New York bus cycle (NYBC), which has the lowestmore » average speed among the cycles evaluated, the series bus tailpipe emissions were somewhat higher than they were for the conventional bus, while the parallel hybrid bus had significantly lower tailpipe emissions. All three bus powertrains were found to require periodic active DPF regeneration to maintain PM control. Plug-in operation of series hybrid buses appears to offer significant fuel economy benefits and is easily employed due to the relatively large battery capacity that is typical of the series hybrid configuration.« less

  11. Experimental and statistical analyses to characterize in-vehicle fine particulate matter behavior inside public transit buses operating on B20-grade biodiesel fuel

    NASA Astrophysics Data System (ADS)

    Vijayan, Abhilash; Kumar, Ashok

    2010-11-01

    This paper presents results from an in-vehicle air quality study of public transit buses in Toledo, Ohio, involving continuous monitoring, and experimental and statistical analyses to understand in-vehicle particulate matter (PM) behavior inside buses operating on B20-grade biodiesel fuel. The study also focused on evaluating the effects of vehicle's fuel type, operating periods, operation status, passenger counts, traffic conditions, and the seasonal and meteorological variation on particulates with aerodynamic diameter less than 1 micron (PM 1.0). The study found that the average PM 1.0 mass concentrations in B20-grade biodiesel-fueled bus compartments were approximately 15 μg m -3, while PM 2.5 and PM 10 concentration averages were approximately 19 μg m -3 and 37 μg m -3, respectively. It was also observed that average hourly concentration trends of PM 1.0 and PM 2.5 followed a "μ-shaped" pattern during transit hours. Experimental analyses revealed that the in-vehicle PM 1.0 mass concentrations were higher inside diesel-fueled buses (10.0-71.0 μg m -3 with a mean of 31.8 μg m -3) as compared to biodiesel buses (3.3-33.5 μg m -3 with a mean of 15.3 μg m -3) when the windows were kept open. Vehicle idling conditions and open door status were found to facilitate smaller particle concentrations inside the cabin, while closed door facilitated larger particle concentrations suggesting that smaller particles were originating outside the vehicle and larger particles were formed within the cabin, potentially from passenger activity. The study also found that PM 1.0 mass concentrations at the back of bus compartment (5.7-39.1 μg m -3 with a mean of 28.3 μg m -3) were higher than the concentrations in the front (5.7-25.9 μg m -3 with a mean of 21.9 μg m -3), and the mass concentrations inside the bus compartment were generally 30-70% lower than the just-outside concentrations. Further, bus route, window position, and time of day were found to affect the in-vehicle PM concentrations significantly. Overall, the in-vehicle PM 1.0 concentrations inside the buses operating on B20-grade biodiesel ranged from 0.7 μg m -3 to 243 μg m -3, with a median of 11.6 μg m -3. Statistical models developed to study the effects of vehicle operation and ambient conditions on in-vehicle PM concentrations suggested that while open door status was the most important influencing variable for finer particles and higher passenger activity resulted in higher coarse particles concentrations inside the vehicle compartments, ambient PM concentrations contributed to all PM fractions inside the bus irrespective of particle size.

  12. 40 CFR 63.7522 - Can I use emissions averaging to comply with this subpart?

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    .... (vi) Dutch ovens/pile burners designed to burn biomass/bio-based solid. (vii) Fuel Cells designed to...: Industrial, Commercial, and Institutional Boilers and Process Heaters Testing, Fuel Analyses, and Initial... allowed as follows: (i) You may average among units in any of the solid fuel subcategories. (ii) You may...

  13. 49 CFR 526.5 - Earning offsetting monetary credits in future model years.

    Code of Federal Regulations, 2010 CFR

    2010-10-01

    ... each planned product action (e.g., new model, mix change) which will affect the average fuel economy of... Act must contain the following information: (a) Projected average fuel economy and production levels for the class of automobiles which may fail to comply with a fuel economy standard and for any other...

  14. Indoor and Outdoor Air Pollution- related Health Problem in Ethiopia: Review of Related Literature

    PubMed Central

    Tefera, Worku; Asfaw, Araya; Gilliland, Frank; Worku, Alemayehu; Wondimagegn, Mehari; Kumie, Abera; Samet, Jonathan; Berhane, Kiros

    2017-01-01

    Background The health effects of air pollution are generally global problems, but they have, since recently become issues of particular concern for developing countries. This review assessed the situation of air pollution and related health effects in the context of Ethiopia. Methods The materials reviewed in this publication are published scientific papers from online search engines, unpublished government reports and academic theses/dissertations. In addition, interview data obtained from authorities and experts involved in the management of air quality were analyzed, interpreted and reported in the article. Results Review of the few studies conducted in Ethiopia showed that average concentrations of PM2.5 reached as high as 280 µg/m3 for 24-hour measurements (range: 2,417–12,739 µg/m3). Indoor carbon monoxide (CO) levels were universally higher than regulatory limits for the United States and were found to be much higher among households using traditional stoves and solid biomass fuels. The use of traditional stoves and solid biomass fuels was reported in >95% of the households considered. High average levels of NO2 (97 ppb) were reported in a large longitudinal study. The ambient PM10 level was below the WHO guideline values in the majority of the samples. About 50% of the on-road CO samples taken from traffic roads in Addis Ababa were found to be less than the guideline values while the number of motor vehicles in Ethiopia is reported to be increasing by more than 9% per annum. There is a very limited air quality monitoring capacity in the country. The co-ordination between stakeholders in this regard is also inadequate. The limited evidence available on health effects of air pollution indicates that the prevalence of acute respiratory illness among children living in households using crude biomass fuels is significantly higher than the national average figures. Conclusion The limited evidence reviewed and reported in this article indicates high levels of indoor air pollution and trends of worsening outdoor air pollution. This tentative conclusion carries with it the urgent need for more evidence-based research and capacity building in the areas of indoor and outdoor air pollution PMID:28890631

  15. Indoor and Outdoor Air Pollution- related Health Problem in Ethiopia: Review of Related Literature.

    PubMed

    Tefera, Worku; Asfaw, Araya; Gilliland, Frank; Worku, Alemayehu; Wondimagegn, Mehari; Kumie, Abera; Samet, Jonathan; Berhane, Kiros

    2016-01-01

    The health effects of air pollution are generally global problems, but they have, since recently become issues of particular concern for developing countries. This review assessed the situation of air pollution and related health effects in the context of Ethiopia. The materials reviewed in this publication are published scientific papers from online search engines, unpublished government reports and academic theses/dissertations. In addition, interview data obtained from authorities and experts involved in the management of air quality were analyzed, interpreted and reported in the article. Review of the few studies conducted in Ethiopia showed that average concentrations of PM 2.5 reached as high as 280 µg/m 3 for 24-hour measurements (range: 2,417-12,739 µg/m 3 ). Indoor carbon monoxide (CO) levels were universally higher than regulatory limits for the United States and were found to be much higher among households using traditional stoves and solid biomass fuels. The use of traditional stoves and solid biomass fuels was reported in >95% of the households considered. High average levels of NO 2 (97 ppb) were reported in a large longitudinal study. The ambient PM 10 level was below the WHO guideline values in the majority of the samples. About 50% of the on-road CO samples taken from traffic roads in Addis Ababa were found to be less than the guideline values while the number of motor vehicles in Ethiopia is reported to be increasing by more than 9% per annum. There is a very limited air quality monitoring capacity in the country. The co-ordination between stakeholders in this regard is also inadequate. The limited evidence available on health effects of air pollution indicates that the prevalence of acute respiratory illness among children living in households using crude biomass fuels is significantly higher than the national average figures. The limited evidence reviewed and reported in this article indicates high levels of indoor air pollution and trends of worsening outdoor air pollution. This tentative conclusion carries with it the urgent need for more evidence-based research and capacity building in the areas of indoor and outdoor air pollution.

  16. 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.

  17. Electron Microscopic Examination of Irradiated TRISO Coated Particles of Compact 6-3-2 of AGR-1 Experiment

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

    Van Rooyen, Isabella Johanna; Demkowicz, Paul Andrew; Riesterer, Jessica Lori

    2012-12-01

    The electron microscopic examination of selected irradiated TRISO coated particles of the AGR-1 experiment of fuel compact 6-3-2 are presented in this report. Compact 6-3-2 refers to the compact in Capsule 6 at level 3 of Stack 2. The fuel used in capsule 6 compacts, are called the “baseline” fuel as it is fabricated with refined coating process conditions used to fabricate historic German fuel, because of its excellent irradiation performance with UO2 kernels. The AGR-1 fuel is however made of low-enriched uranium oxycarbide (UCO). Kernel diameters are approximately 350 µm with a U-235 enrichment of approximately 19.7%. Compact 6-3-2more » has been irradiated to 11.3% FIMA compact average burn-up with a time average, volume average temperature of 1070.2°C and with a compact average fast fluence of 2.38E21 n/cm« less

  18. Electron Microscopic Examination of Irradiated TRISO Coated Particles of Compact 6-3-2 of AGR-1 Experiment

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

    Van Rooyen, Isabella Johanna; Demkowicz, Paul Andrew; Riesterer, Jessica Lori

    2012-12-01

    The electron microscopic examination of selected irradiated TRISO coated particles of the AGR-1 experiment of fuel compact 6-3-2 are presented in this report. Compact 6-3-2 refers to the compact in Capsule 6 at level 3 of Stack 2. The fuel used in capsule 6 compacts, are called the “baseline” fuel as it is fabricated with refined coating process conditions used to fabricate historic German fuel, because of its excellent irradiation performance with UO 2 kernels. The AGR-1 fuel is however made of low-enriched uranium oxycarbide (UCO). Kernel diameters are approximately 350 µm with a U-235 enrichment of approximately 19.7%. Compactmore » 6-3-2 has been irradiated to 11.3% FIMA compact average burn-up with a time average, volume average temperature of 1070.2°C and with a compact average fast fluence of 2.38E21 n/cm« less

  19. Capacitive deionization coupled with microbial fuel cells to desalinate low-concentration salt water.

    PubMed

    Yuan, Lulu; Yang, Xufei; Liang, Peng; Wang, Lei; Huang, Zheng-Hong; Wei, Jincheng; Huang, Xia

    2012-04-01

    A new technology (CDI-MFC) that combined capacitive deionization (CDI) and microbial fuel cell (MFC) was developed to treat low-concentration salt water with NaCl concentration of 60mg/L. The water desalination rate was 35.6mg/(Lh), meanwhile the charge efficiency was 21.8%. Two desorption modes were investigated: discharging (DC) mode and short circuit (SC) mode. The desalination rate in the DC mode was 200.6±3.1mg/(Lh), 47.8% higher than that in the SC mode [135.7±15.3mg/(Lh)]. The average current in the DC mode was also much higher than that of the SC mode. The energy stored in the CDI cell has been reused to enhance the electron production of MFC by the discharging desorption mode (DC mode), which offers an approach to recover the electrostatic energy in the CDI cell. Copyright © 2012 Elsevier Ltd. All rights reserved.

  20. Emissions Benefits From Renewable Fuels and Other Alternatives for Heavy-Duty Vehicles

    NASA Astrophysics Data System (ADS)

    Hajbabaei, Maryam

    There is a global effort to expand the use of alternative fuels due to their several benefits such as improving air quality with reducing some criteria emissions, reducing dependency on fossil fuels, and reducing greenhouse gases such as carbon dioxide. This dissertation is focused on investigating the impact of two popular alternative fuels, biodiesel and natural gas (NG), on emissions from heavy-duty engines. Biodiesel is one of the most popular renewable fuels with diesel applications. Although biodiesel blends are reported to reduce particulate matter, carbon monoxide, and total hydrocarbon emissions; there is uncertainty on their impact on nitrogen oxides (NOx) emissions. This dissertation evaluated the effect of biodiesel feedstock, biodiesel blend level, engine technology, and driving conditions on NOx emissions. The results showed that NOx emissions increase with 20% and higher biodiesel blends. Also, in this study some strategies were proposed and some fuel formulations were found for mitigating NOx emissions increases with biodiesel. The impact of 5% biodiesel on criteria emissions specifically NOx was also fully studied in this thesis. As a part of the results of this study, 5% animal-based biodiesel was certified for use in California based on California Air Resources Board emissions equivalent procedure. NG is one of the most prominent alternative fuels with larger reserves compared to crude oil. However, the quality of NG depends on both its source and the degree to which it is processed. The current study explored the impact of various NG fuels, ranging from low methane/high energy gases to high methane/low energy gases, on criteria and toxic emissions from NG engines with different combustion and aftertreatment technologies. The results showed stronger fuel effects for the lean-burn technology bus. Finally, this thesis investigated the impact of changing diesel fuel composition on the criteria emissions from a variety of heavy-duty engine technologies. Emissions from an average diesel fuel used throughout the U.S. were compared with a 10% aromatic, ultra-low sulfur diesel fuel used in California with more stringent air quality regulations. The results showed that the emerging aftertreatment technologies eventually eliminate the benefits of the lower aromatic content/higher cetane number diesel fuels.

  1. 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.

  2. 40 CFR 80.305 - How are credits generated during the time period 2000 through 2003?

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... AGENCY (CONTINUED) AIR PROGRAMS (CONTINUED) REGULATION OF FUELS AND FUEL ADDITIVES Gasoline Sulfur Abt... averaging period. Va = Total volume of gasoline produced during the averaging period at the refinery (or for a foreign refinery, the total volume of gasoline produced during the averaging period at the...

  3. 40 CFR 80.305 - How are credits generated during the time period 2000 through 2003?

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... AGENCY (CONTINUED) AIR PROGRAMS (CONTINUED) REGULATION OF FUELS AND FUEL ADDITIVES Gasoline Sulfur Abt... averaging period. Va = Total volume of gasoline produced during the averaging period at the refinery (or for a foreign refinery, the total volume of gasoline produced during the averaging period at the...

  4. Effect of biodiesel fuel on "real-world", nonroad heavy duty diesel engine particulate matter emissions, composition and cytotoxicity.

    PubMed

    Martin, Nathan; Lombard, Melissa; Jensen, Kirk R; Kelley, Patrick; Pratt, Tara; Traviss, Nora

    2017-05-15

    Biodiesel is regarded by many as a "greener" alternative fuel to petroleum diesel with potentially lower health risk. However, recent studies examining biodiesel particulate matter (PM) characteristics and health effects are contradictive, and typically utilize PM generated by passenger car engines in laboratory settings. There is a critical need to analyze diesel and biodiesel PM generated in a "real-world" setting where heavy duty-diesel (HDD) engines and commercially purchased fuel are utilized. This study compares the mass concentrations, chemical composition and cytotoxicity of real-world PM from combustion of both petroleum diesel and a waste grease 20% biodiesel blend (B20) at a community recycling center operating HDD nonroad equipment. PM was analyzed for metals, elemental/organic carbon (EC/OC), polycyclic aromatic hydrocarbons (PAHs), and nitro-polycyclic aromatic hydrocarbons (N-PAHs). Cytotoxicity in a human lung epithelial cell line (BEAS-2B) following 24h exposure to the real-world particles was also evaluated. On average, higher concentrations for both EC and OC were measured in diesel PM. B20 PM contained significantly higher levels of Cu and Mo whereas diesel PM contained significantly higher concentrations of Pb. Principal component analysis determined Mo, Cu, and Ni were the metals with the greatest loading factor, suggesting a unique pattern related to the B20 fuel source. Total PAH concentration during diesel fuel use was 1.9 times higher than during B20 operations; however, total N-PAH concentration was 3.3 times higher during B20 use. Diesel PM cytotoxicity was 8.5 times higher than B20 PM (p<0.05) in a BEAS-2B cell line. This study contributes novel data on real-world, nonroad engine sources of metals, PAH and N-PAH species, comparing tailpipe PM vs. PM collected inside the equipment cabin. Results suggest PM generated from burning petroleum diesel in nonroad engines may be more harmful to human health, but the links between exposure, composition and toxicity are not straightforward. Copyright © 2016 Elsevier B.V. All rights reserved.

  5. Manufacturer's Policies Concerning Average Fuel Economy Standards

    DOT National Transportation Integrated Search

    1979-01-01

    The National Highway Traffic Safety Administration (NHTSA) has been given the responsibility for implementing the average fuel economy standards for passenger automobiles mandated by the Energy Policy and Conservation Act (P.L. 94-163). The standards...

  6. Exposures to jet fuel and benzene during aircraft fuel tank repair in the U.S. Air Force.

    PubMed

    Carlton, G N; Smith, L B

    2000-06-01

    Jet fuel and benzene vapor exposures were measured during aircraft fuel tank entry and repair at twelve U.S. Air Force bases. Breathing zone samples were collected on the fuel workers who performed the repair. In addition, instantaneous samples were taken at various points during the procedures with SUMMA canisters and subsequent analysis by mass spectrometry. The highest eight-hour time-weighted average (TWA) fuel exposure found was 1304 mg/m3; the highest 15-minute short-term exposure was 10,295 mg/m3. The results indicate workers who repair fuel tanks containing explosion suppression foam have a significantly higher exposure to jet fuel as compared to workers who repair tanks without foam (p < 0.001). It is assumed these elevations result from the tendency for fuel, absorbed by the foam, to volatilize during the foam removal process. Fuel tanks that allow flow-through ventilation during repair resulted in lower exposures compared to those tanks that have only one access port and, as a result, cannot be ventilated efficiently. The instantaneous sampling results confirm that benzene exposures occur during fuel tank repair; levels up to 49.1 mg/m3 were found inside the tanks during the repairs. As with jet fuel, these elevated benzene concentrations were more likely to occur in foamed tanks. The high temperatures associated with fuel tank repair, along with the requirement to wear vapor-permeable cotton coveralls for fire reasons, could result in an increase in the benzene body burden of tank entrants.

  7. Personal exposure of PM2.5 emitted from solid fuels combustion for household heating and cooking in rural Guanzhong Plain, northwestern China

    NASA Astrophysics Data System (ADS)

    Xu, Hongmei; Li, Yaqi; Guinot, Benjamin; Wang, Jinhui; He, Kailai; Ho, Kin Fai; Cao, Junji; Shen, Zhenxing; Sun, Jian; Lei, Yali; Gong, Xuesong; Zhang, Ting

    2018-07-01

    Household solid fuel combustion for heating and cooking in rural areas is an important source of fine particulate matter (PM2.5) in northwestern China, which largely contributes to PM2.5 personal exposure concentrations during the cold winter. There is a general lack of understanding about the personal exposure to PM2.5 and to its chemical components emitted from domestic solid fuel combustion in northwestern Chinese rural populations. In this work, personal exposure to PM2.5 was sampled using a portative device together with fixed indoor and outdoor fixed samplings in Guanzhong Plain in December 2016 for the purpose of characterizing personal exposure to PM2.5 as a function of different solid fuels used in rural households. The average housewife's personal exposure to PM2.5 concentration was 263.4 ± 105.8 μg m-3 (1σ, n = 30), which was about 40% higher than the values found indoors (186.5 ± 79.5 μg m-3, 1σ, n = 30) and outdoors (191.0 ± 85.3 μg m-3, 1σ, n = 30). High personal exposure PM2.5 levels were mainly related to the ignition of solid fuels for heating and cooking. Correlations among personal exposure, indoor and outdoor PM2.5 levels and their mutual ratios were computed to investigate how personal exposure to fine aerosols can be related to microenvironmental PM2.5 levels and to individual activities. The results showed that households using electric power for heating and cooking were characterized by an average personal exposure PM2.5 value of 156.8 ± 36.6 μg m-3 (1σ, n = 6) while personal exposure to PM2.5 in households using solid fuels was twice higher (310.8 ± 90.4 μg m-3, 1σ, n = 24). Solid fuel combustion products and related secondary formed species dominated PM2.5 mass in personal exposure, indoor and outdoor samples. Motor vehicle emission and various dust sources were two other main contributors identified. Our results demonstrated that the use of clean energy could be an effective measure to reduce personal exposure levels of PM2.5 emitted from domestic solid fuels combustion in winter in rural areas, which implied that the government should speed up the upgrade of the heating and cooking equipment fleet to protect the health of rural residents in northwestern China.

  8. 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...

  9. 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...

  10. 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...

  11. 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...

  12. 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...

  13. Effect of fuel-air-ratio nonuniformity on emissions of nitrogen oxides

    NASA Technical Reports Server (NTRS)

    Lyons, V. J.

    1981-01-01

    The inlet fuel-air ratio nonuniformity is studied to deterine how nitrogen oxide (NOx) emissions are affected. An increase in NOx emissions with increased fuel-air ratio nonuniformity for average equivalence ratios less than 0.7 and a decrease in NOx emissions for average equivalence ratios near stoichiometric is predicted. The degree of uniformityy of fuel-air ratio profiles that is necessary to achieve NOx emissions goals for actual engines that use lean, premixed, prevaporized combustion systems is determined.

  14. Optimal Scheduling of Time-Shiftable Electric Loads in Expeditionary Power Grids

    DTIC Science & Technology

    2015-09-01

    NAVAL POSTGRADUATE SCHOOL MONTEREY, CALIFORNIA THESIS OPTIMAL SCHEDULING OF TIME-SHIFTABLE ELECTRIC LOADS IN EXPEDITIONARY POWER GRIDS by John G...to 09-25-2015 4. TITLE AND SUBTITLE OPTIMAL SCHEDULING OF TIME-SHIFTABLE ELECTRIC LOADS IN EXPEDI- TIONARY POWER GRIDS 5. FUNDING NUMBERS 6. AUTHOR(S...eliminate unmanaged peak demand, reduce generator peak-to-average power ratios, and facilitate a persistent shift to higher fuel efficiency. Using

  15. Source apportionment of PAHs and n-alkanes in respirable particles in Tehran, Iran by wind sector and vertical profile.

    PubMed

    Moeinaddini, Mazaher; Esmaili Sari, Abbas; Riyahi bakhtiari, Alireza; Chan, Andrew Yiu-Chung; Taghavi, Seyed Mohammad; Hawker, Darryl; Connell, Des

    2014-06-01

    The vertical concentration profiles and source contributions of polycyclic aromatic hydrocarbons (PAHs) and n-alkanes in respirable particle samples (PM4) collected at 10, 100, 200 and 300-m altitude from the Milad Tower of Tehran, Iran during fall and winter were investigated. The average concentrations of total PAHs and total n-alkanes were 16.7 and 591 ng/m(3), respectively. The positive matrix factorization (PMF) model was applied to the chemical composition and wind data to apportion the contributing sources. The five PAH source factors identified were: 'diesel' (56.3% of total PAHs on average), 'gasoline' (15.5%), 'wood combustion, and incineration' (13%), 'industry' (9.2%), and 'road soil particle' (6.0%). The four n-alkane source factors identified were: 'petrogenic' (65% of total n-alkanes on average), 'mixture of petrogenic and biomass burning' (15%), 'mixture of biogenic and fossil fuel' (11.5%), and 'biogenic' (8.5%). Source contributions by wind sector were also estimated based on the wind sector factor loadings from PMF analysis. Directional dependence of sources was investigated using the conditional probability function (CPF) and directional relative strength (DRS) methods. The calm wind period was found to contribute to 4.4% of total PAHs and 5.0% of total n-alkanes on average. Highest average concentrations of PAHs and n-alkanes were found in the 10 and 100 m samples, reflecting the importance of contributions from local sources. Higher average concentrations in the 300 m samples compared to those in the 200 m samples may indicate contributions from long-range transport. The vertical profiles of source factors indicate the gasoline and road soil particle-associated PAHs, and the mixture from biogenic and fossil fuel source-associated n-alkanes were mostly from local emissions. The smaller average contribution of diesel-associated PAHs in the lower altitude samples also indicates that the restriction of diesel-fueled vehicle use in the central area of Tehran has been effective in reducing the PAHs concentration.

  16. Emission reduction from a diesel engine fueled by pine oil biofuel using SCR and catalytic converter

    NASA Astrophysics Data System (ADS)

    Vallinayagam, R.; Vedharaj, S.; Yang, W. M.; Saravanan, C. G.; Lee, P. S.; Chua, K. J. E.; Chou, S. K.

    2013-12-01

    In this work, we propose pine oil biofuel, a renewable fuel obtained from the resins of pine tree, as a potential substitute fuel for a diesel engine. Pine oil is endowed with enhanced physical and thermal properties such as lower viscosity and boiling point, which enhances the atomization and fuel/air mixing process. However, the lower cetane number of the pine oil hinders its direct use in diesel engine and hence, it is blended in suitable proportions with diesel so that the ignition assistance could be provided by higher cetane diesel. Since lower cetane fuels are prone to more NOX formation, SCR (selective catalyst reduction), using urea as reducing agent, along with a CC (catalytic converter) has been implemented in the exhaust pipe. From the experimental study, the BTE (brake thermal efficiency) was observed to be increased as the composition of pine oil increases in the blend, with B50 (50% pine oil and 50% diesel) showing 7.5% increase over diesel at full load condition. The major emissions such as smoke, CO, HC and NOX were reduced by 70.1%, 67.5%, 58.6% and 15.2%, respectively, than diesel. Further, the average emissions of B50 with SCR and CC assembly were observed to be reduced, signifying the positive impact of pine oil biofuel on atmospheric environment. In the combustion characteristics front, peak heat release rate and maximum in-cylinder pressure were observed to be higher with longer ignition delay.

  17. Fossil fuel combined cycle power generation method

    DOEpatents

    Labinov, Solomon D [Knoxville, TN; Armstrong, Timothy R [Clinton, TN; Judkins, Roddie R [Knoxville, TN

    2008-10-21

    A method for converting fuel energy to electricity includes the steps of converting a higher molecular weight gas into at least one mixed gas stream of lower average molecular weight including at least a first lower molecular weight gas and a second gas, the first and second gases being different gases, wherein the first lower molecular weight gas comprises H.sub.2 and the second gas comprises CO. The mixed gas is supplied to at least one turbine to produce electricity. The mixed gas stream is divided after the turbine into a first gas stream mainly comprising H.sub.2 and a second gas stream mainly comprising CO. The first and second gas streams are then electrochemically oxidized in separate fuel cells to produce electricity. A nuclear reactor can be used to supply at least a portion of the heat the required for the chemical conversion process.

  18. 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.

  19. 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

  20. Stationary Fuel Cell System Composite Data Products | Hydrogen and Fuel

    Science.gov Websites

    Capacity by Equipment Type CDP STAT 14, 10/21/15 Average Eligible Cost by Equipment Type, including Other Distributed Generation CDP STAT 15, 10/21/15 Average Eligible Cost for Biogas Sources CDP STAT 16, 10/21/15 Capacity and Eligible Cost (CHP Fuel Cells) CDP STAT 22, 10/21/15 Distribution of Eligible Cost with and

  1. A Comparison of the Impacts of Wind Energy and Unconventional Gas Development on Land-use and Ecosystem Services: An Example from the Anadarko Basin of Oklahoma, USA.

    PubMed

    Davis, Kendall M; Nguyen, Michael N; McClung, Maureen R; Moran, Matthew D

    2018-05-01

    The United States energy industry is transforming with the rapid development of alternative energy sources and technological advancements in fossil fuels. Two major changes include the growth of wind turbines and unconventional oil and gas. We measured land-use impacts and associated ecosystem services costs of unconventional gas and wind energy development within the Anadarko Basin of the Oklahoma Woodford Shale, an area that has experienced large increases in both energy sectors. Unconventional gas wells developed three times as much land compared to wind turbines (on a per unit basis), resulting in higher ecosystem services costs for gas. Gas wells had higher impacts on intensive agricultural lands (i.e., row crops) compared to wind turbines that had higher impacts on natural grasslands/pastures. Because wind turbines produced on average less energy compared to gas wells, the average land-use-related ecosystem cost per gigajoule of energy produced was almost the same. Our results demonstrate that both unconventional gas and wind energy have substantial impacts on land use, which likely affect wildlife populations and land-use-related ecosystem services. Although wind energy does not have the associated greenhouse gas emissions, we suggest that the direct impacts on ecosystems in terms of land use are similar to unconventional fossil fuels. Considering the expected rapid global expansion of these two forms of energy production, many ecosystems are likely to be at risk.

  2. Effect of Fuel Temperature Profile on Eigenvalue Calculations

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

    Greifenkamp, Tom E; Clarno, Kevin T; Gehin, Jess C

    2008-01-01

    Use of an average fuel temperature is a current practice when modeling fuel for eigenvalue (k-inf) calculations. This is an approximation, as it is known from Heat-transfer methods that a fuel pin having linear power q', will have a temperature that varies radially and has a maximum temperature at the center line [1]. This paper describes an investigation into the effects on k-inf and isotopic concentrations of modeling a fuel pin using a single average temperature versus a radially varying fuel temperature profile. The axial variation is not discussed in this paper. A single fuel pin was modeled having 1,more » 3, 5, 8, or 10 regions of equal volumes (areas). Fig. 1 shows a model of a 10-ring fuel pin surrounded by a gap and then cladding.« less

  3. 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

  4. Comparison of Parallel and Series Hybrid Power Trains for Transit Bus Applications

    DOE PAGES

    Gao, Zhiming; Daw, C. Stuart; Smith, David E.; ...

    2016-08-01

    The fuel economy and emissions of conventional and hybrid buses equipped with emissions after treatment were evaluated via computational simulation for six representative city bus drive cycles. Both series and parallel configurations for the hybrid case were studied. The simulation results indicated that series hybrid buses have the greatest overall advantage in fuel economy. The series and parallel hybrid buses were predicted to produce similar carbon monoxide and hydrocarbon tailpipe emissions but were also predicted to have reduced tailpipe emissions of nitrogen oxides compared with the conventional bus in higher speed cycles. For the New York bus cycle, which hasmore » the lowest average speed among the cycles evaluated, the series bus tailpipe emissions were somewhat higher than they were for the conventional bus; the parallel hybrid bus had significantly lower tailpipe emissions. All three bus power trains were found to require periodic active diesel particulate filter regeneration to maintain control of particulate matter. Finally, plug-in operation of series hybrid buses appears to offer significant fuel economy benefits and is easily employed because of the relatively large battery capacity that is typical of the series hybrid configuration.« less

  5. Comparison of Parallel and Series Hybrid Power Trains for Transit Bus Applications

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

    Gao, Zhiming; Daw, C. Stuart; Smith, David E.

    The fuel economy and emissions of conventional and hybrid buses equipped with emissions after treatment were evaluated via computational simulation for six representative city bus drive cycles. Both series and parallel configurations for the hybrid case were studied. The simulation results indicated that series hybrid buses have the greatest overall advantage in fuel economy. The series and parallel hybrid buses were predicted to produce similar carbon monoxide and hydrocarbon tailpipe emissions but were also predicted to have reduced tailpipe emissions of nitrogen oxides compared with the conventional bus in higher speed cycles. For the New York bus cycle, which hasmore » the lowest average speed among the cycles evaluated, the series bus tailpipe emissions were somewhat higher than they were for the conventional bus; the parallel hybrid bus had significantly lower tailpipe emissions. All three bus power trains were found to require periodic active diesel particulate filter regeneration to maintain control of particulate matter. Finally, plug-in operation of series hybrid buses appears to offer significant fuel economy benefits and is easily employed because of the relatively large battery capacity that is typical of the series hybrid configuration.« less

  6. 40 CFR 63.7522 - Can I use emissions averaging to comply with this subpart?

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... section. You may not include new boilers or process heaters in an emissions average. (b) For a group of... subcategory of units designed to burn gas 2 (other) fuels. (iv) You may not average across the units designed to burn liquid, units designed to burn solid fuel, and units designed to burn gas 2 (other...

  7. Design, fabrication, and operation of capsules for the irradiation testing of candidate advanced space reactor fuel pins

    NASA Technical Reports Server (NTRS)

    Thoms, K. R.

    1975-01-01

    Fuel irradiation experiments were designed, built, and operated to test uranium mononitride (UN) fuel clad in tungsten-lined T-111 and uranium dioxide fuel clad in both tungsten-lined T-111 and tungsten-lined Nb-1% Zr. A total of nine fuel pins was irradiated at average cladding temperatures ranging from 931 to 1015 C. The UN experiments, capsules UN-4 and -5, operated for 10,480 and 10,037 hr, respectively, at an average linear heat generation rate of 10 kW/ft. The UO2 experiment, capsule UN-6, operated for 8333 hr at an average linear heat generation rate of approximately 5 kW/ft. Following irradiation, the nine fuel pins were removed from their capsules, externally examined, and sent to the NASA Plum Brook Facility for more detailed postirradiation examination. During visual examination, it was discovered that the cladding of the fuel pin containing dense UN in each of capsules UN-4 and -5 had failed, exposing the UN fuel to the NaK in which the pins were submerged and permitting the release of fission gas from the failed pins. A rough analysis of the fission gas seen in samples of the gas in the fuel pin region indicated fission gas release-to-birth rates from these fuel pins in the range of .00001.

  8. 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

  9. Impact of non-petroleum vehicle fuel economy on GHG mitigation potential

    NASA Astrophysics Data System (ADS)

    Luk, Jason M.; Saville, Bradley A.; MacLean, Heather L.

    2016-04-01

    The fuel economy of gasoline vehicles will increase to meet 2025 corporate average fuel economy standards (CAFE). However, dedicated compressed natural gas (CNG) and battery electric vehicles (BEV) already exceed future CAFE fuel economy targets because only 15% of non-petroleum energy use is accounted for when determining compliance. This study aims to inform stakeholders about the potential impact of CAFE on life cycle greenhouse gas (GHG) emissions, should non-petroleum fuel vehicles displace increasingly fuel efficient petroleum vehicles. The well-to-wheel GHG emissions of a set of hypothetical model year 2025 light-duty vehicles are estimated. A reference gasoline vehicle is designed to meet the 2025 fuel economy target within CAFE, and is compared to a set of dedicated CNG vehicles and BEVs with different fuel economy ratings, but all vehicles meet or exceed the fuel economy target due to the policy’s dedicated non-petroleum fuel vehicle incentives. Ownership costs and BEV driving ranges are estimated to provide context, as these can influence automaker and consumer decisions. The results show that CNG vehicles that have lower ownership costs than gasoline vehicles and BEVs with long distance driving ranges can exceed the 2025 CAFE fuel economy target. However, this could lead to lower efficiency CNG vehicles and heavier BEVs that have higher well-to-wheel GHG emissions than gasoline vehicles on a per km basis, even if the non-petroleum energy source is less carbon intensive on an energy equivalent basis. These changes could influence the effectiveness of low carbon fuel standards and are not precluded by the light-duty vehicle GHG emissions standards, which regulate tailpipe but not fuel production emissions.

  10. 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.

  11. Velocity Measurement in a Dual-Mode Supersonic Combustor using Particle Image Velocimetry

    NASA Technical Reports Server (NTRS)

    Goyne, C. P.; McDaniel, J. C.; Krauss, R. H.; Day, S. W.; Reubush, D. E. (Technical Monitor); McClinton, C. R. (Technical Monitor); Reubush, D. E.

    2001-01-01

    Temporally and spatially-resolved, two-component measurements of velocity in a supersonic hydrogen-air combustor are reported. The combustor had a single unswept ramp fuel injector and operated with an inlet Mach number of 2 and a flow total temperature approaching 1200 K. The experiment simulated the mixing and combustion processes of a dual-mode scramjet operating at a flight Mach number near 5. The velocity measurements were obtained by seeding the fuel with alumina particles and performing Particle Image Velocimetry on the mixing and combustion wake of the ramp injector. To assess the effects of combustion on the fuel air-mixing process, the distribution of time-averaged velocity and relative turbulence intensity was determined for the cases of fuel-air mixing and fuel-air reacting. Relative to the mixing case, the near field core velocity of the reacting fuel jet had a slower streamwise decay. In the far field, downstream of 4 to 6 ramp heights from the ramp base, the heat release of combustion resulted in decreased flow velocity and increased turbulence levels. The reacting measurements were also compared with a computational fluid dynamics solution of the flow field. Numerically predicted velocity magnitudes were higher than that measured and the jet penetration was lower.

  12. Contribution of solid fuel, gas combustion or tobacco smoke to indoor air pollutant concentrations in Irish and Scottish homes

    PubMed Central

    Semple, S; Garden, C; Coggins, M; Galea, KS; Whelan, P; Cowie, H; Sánchez-Jimenéz, A; Thorne, PS; Hurley, JF; Ayres, JG

    2012-01-01

    There are limited data describing pollutant levels inside homes that burn solid fuel within developed country settings with most studies describing test conditions or the effect of interventions. This study recruited homes in Ireland and Scotland where open combustion processes take place. Open combustion was classified as coal, peat or wood fuel burning, use of a gas cooker or stove, or where there is at least one resident smoker. 24-hour data on airborne concentrations of particulate matter less than 2.5 microns in size (PM2.5), carbon monoxide (CO), endotoxin in inhalable dust and carbon dioxide (CO2), together with 2–3 week averaged concentrations of nitrogen dioxide (NO2) were collected in 100 houses during the winter and spring of 2009–2010. The geometric mean of the 24-hour time-weighted-average (TWA) PM2.5 concentration was highest in homes with resident smokers (99μg/m3 – much higher than the WHO 24-hour guidance value of 25 μg/m3. Lower geometric mean 24-hour TWA levels were found in homes that burned coal (7 μg/m3) or wood (6 μg/m3) and in homes with gas cookers (7 μg/m3). In peat-burning homes the average 24-hourPM2.5 level recorded was 11 μg/m3. Airborne endotoxin, CO, CO2 and NO2 concentrations were generally within indoor air quality guidance levels. PMID:22007695

  13. A Nuclear Cryogenic Propulsion Stage for Near-Term Space Missions

    NASA Technical Reports Server (NTRS)

    Houts, Michael G.; Kim, Tony; Emrich, William J.; Hickman, Robert R.; Broadway, Jeramie W.; Gerrish, Harold P.; Doughty, Glen E.; Adams, Robert B.; Bechtel, Ryan D.; Borowski, Stanley K.; hide

    2013-01-01

    Development efforts in the United States have demonstrated the viability and performance potential of NTP systems. For example, Project Rover (1955 - 1973) completed 22 high power rocket reactor tests. Peak performances included operating at an average hydrogen exhaust temperature of 2550 K and a peak fuel power density of 5200 MW/m3 (Pewee test), operating at a thrust of 930 kN (Phoebus-2A test), and operating for 62.7 minutes on a single burn (NRXA6 test).1 Results from Project Rover indicated that an NTP system with a high thrust-toweight ratio and a specific impulse greater than 900 s would be feasible. Binary and ternary carbide fuels may have the potential for providing even higher specific impulses.

  14. Using NDVI to assess departure from average greenness and its relation to fire business

    Treesearch

    Robert E. Burgan; Roberta A. Hartford; Jeffery C. Eidenshink

    1996-01-01

    A new satellite-derived vegetation greenness map, departure from average, is designed to compare current-year vegetation greenness with average greenness for the same time of year. Live-fuel condition as portrayed on this map, and the calculated 1,000-hour fuel moistures, are compared to fire occurrence and area burned in Montana and Idaho during the 1993 and 1994 fire...

  15. 40 CFR 600.513-08 - Gas Guzzler Tax.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... 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 § 600.513-08 Gas Guzzler... fuel economy while such automobiles are operated on gasoline will be used for Gas Guzzler Tax...

  16. 40 CFR 600.513-08 - Gas Guzzler Tax.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... 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 § 600.513-08 Gas Guzzler... fuel economy while such automobiles are operated on gasoline will be used for Gas Guzzler Tax...

  17. 49 CFR 525.6 - Requirements for petition.

    Code of Federal Regulations, 2010 CFR

    2010-10-01

    ... ADMINISTRATION, DEPARTMENT OF TRANSPORTATION EXEMPTIONS FROM AVERAGE FUEL ECONOMY STANDARDS § 525.6 Requirements... arguments of the petitioner supporting the exemption and alternative average fuel economy standard requested... analyses used to develop that information and data. No documents may be incorporated by reference in a...

  18. Draft environmental impact statement : corporate average fuel economy standards, passenger cars and light trucks, model years 2011-2015.

    DOT National Transportation Integrated Search

    2008-06-01

    The National Highway Traffic Safety Administration (NHTSA) has prepared this Draft Environmental Impact Statement (DEIS) to disclose and analyze the potential environmental impacts of the proposed new Corporate Average Fuel Economy (CAFE) standards a...

  19. Vehicle Technologies and Fuel Cell Technologies Office Research and Development Programs: Prospective Benefits Assessment Report for Fiscal Year 2018

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

    Stephens, T. S.; Birky, A.; Gohlke, David

    Under a diverse set of programs, the Vehicle Technologies and Fuel Cell Technologies Offices of the U.S. Department of Energy’s Office of Energy Efficiency and Renewable Energy invest in early-stage research of advanced batteries and electrification, engines and fuels, materials, and energy-efficient mobility systems; hydrogen production, delivery, and storage; and fuel cell technologies. This report documents the estimated benefits of successful development and implementation of advanced vehicle technologies. It presents a comparison of a scenario with completely successful implementation of Vehicle Technologies Office (VTO) and Fuel Cell Technologies Office (FCTO) technologies (the Program Success case) to a future in whichmore » there is no contribution after Fiscal Year 2017 by the VTO or FCTO to these technologies (the No Program case). Benefits were attributed to individual program technology areas, which included FCTO research and development and the VTO programs of electrification, advanced combustion engines and fuels, and materials technology. Projections for the Program Success case indicate that by 2035, the average fuel economy of on-road, light-duty vehicle stock could be 24% to 30% higher than in the No Program case, while fuel economy for on-road medium- and heavy-duty vehicle stock could be as much as 13% higher. The resulting petroleum savings in 2035 were estimated to be as high as 1.9 million barrels of oil per day, and reductions in greenhouse gas emissions were estimated to be as high as 320 million metric tons of carbon dioxide equivalent per year. Projections of light-duty vehicle adoption indicate that although advanced-technology vehicles may be somewhat more expensive to purchase, the fuel savings result in a net reduction of consumer cost. In 2035, reductions in annual fuel expenditures for vehicles (both light- and heavy-duty) are projected to range from $86 billion to $109 billion (2015$), while the projected increase in new vehicle expenditures in the same year ranges from $6 billion to $24 billion (2015$).« less

  20. A fuel-based approach to estimating motor vehicle exhaust emissions

    NASA Astrophysics Data System (ADS)

    Singer, Brett Craig

    Motor vehicles contribute significantly to air pollution problems; accurate motor vehicle emission inventories are therefore essential to air quality planning. Current travel-based inventory models use emission factors measured from potentially biased vehicle samples and predict fleet-average emissions which are often inconsistent with on-road measurements. This thesis presents a fuel-based inventory approach which uses emission factors derived from remote sensing or tunnel-based measurements of on-road vehicles. Vehicle activity is quantified by statewide monthly fuel sales data resolved to the air basin level. Development of the fuel-based approach includes (1) a method for estimating cold start emission factors, (2) an analysis showing that fuel-normalized emission factors are consistent over a range of positive vehicle loads and that most fuel use occurs during loaded-mode driving, (3) scaling factors relating infrared hydrocarbon measurements to total exhaust volatile organic compound (VOC) concentrations, and (4) an analysis showing that economic factors should be considered when selecting on-road sampling sites. The fuel-based approach was applied to estimate carbon monoxide (CO) emissions from warmed-up vehicles in the Los Angeles area in 1991, and CO and VOC exhaust emissions for Los Angeles in 1997. The fuel-based CO estimate for 1991 was higher by a factor of 2.3 +/- 0.5 than emissions predicted by California's MVEI 7F model. Fuel-based inventory estimates for 1997 were higher than those of California's updated MVEI 7G model by factors of 2.4 +/- 0.2 for CO and 3.5 +/- 0.6 for VOC. Fuel-based estimates indicate a 20% decrease in the mass of CO emitted, despite an 8% increase in fuel use between 1991 and 1997; official inventory models predict a 50% decrease in CO mass emissions during the same period. Cold start CO and VOC emission factors derived from parking garage measurements were lower than those predicted by the MVEI 7G model. Current inventories in California appear to understate total exhaust CO and VOC emissions, while overstating the importance of cold start emissions. The fuel-based approach yields robust, independent, and accurate estimates of on-road vehicle emissions. Fuel-based estimates should be used to validate or adjust official vehicle emission inventories before society embarks on new, more costly air pollution control programs.

  1. Contribution of solid fuel, gas combustion, or tobacco smoke to indoor air pollutant concentrations in Irish and Scottish homes.

    PubMed

    Semple, S; Garden, C; Coggins, M; Galea, K S; Whelan, P; Cowie, H; Sánchez-Jiménez, A; Thorne, P S; Hurley, J F; Ayres, J G

    2012-06-01

      There are limited data describing pollutant levels inside homes that burn solid fuel within developed country settings with most studies describing test conditions or the effect of interventions. This study recruited homes in Ireland and Scotland where open combustion processes take place. Open combustion was classified as coal, peat, or wood fuel burning, use of a gas cooker or stove, or where there is at least one resident smoker. Twenty-four-hour data on airborne concentrations of particulate matter<2.5 μm in size (PM2.5), carbon monoxide (CO), endotoxin in inhalable dust and carbon dioxide (CO2), together with 2-3 week averaged concentrations of nitrogen dioxide (NO2) were collected in 100 houses during the winter and spring of 2009-2010. The geometric mean of the 24-h time-weighted-average (TWA) PM2.5 concentration was highest in homes with resident smokers (99 μg/m3--much higher than the WHO 24-h guidance value of 25 μg/m3). Lower geometric mean 24-h TWA levels were found in homes that burned coal (7 μg/m3) or wood (6 μg/m3) and in homes with gas cookers (7 μg/m3). In peat-burning homes, the average 24-h PM2.5 level recorded was 11 μg/m3. Airborne endotoxin, CO, CO2, and NO2 concentrations were generally within indoor air quality guidance levels. Little is known about indoor air quality (IAQ) in homes that burn solid or fossil-derived fuels in economically developed countries. Recent legislative changes have moved to improve IAQ at work and in enclosed public places, but there remains a real need to begin the process of quantifying the health burden that arises from indoor air pollution within domestic environments. This study demonstrates that homes in Scotland and Ireland that burn solid fuels or gas for heating and cooking have concentrations of air pollutants generally within guideline levels. Homes where combustion of cigarettes takes place have much poorer air quality. © 2011 John Wiley & Sons A/S.

  2. 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...

  3. Effect of the Ethanol Injection Moment During Compression Stroke on the Combustion of Ethanol - Diesel Dual Direct Injection Engine

    NASA Astrophysics Data System (ADS)

    Liang, Yu; Zhou, Liying; Huang, Haomin; Xu, Mingfei; Guo, Mei; Chen, Xin

    2018-01-01

    A set of GDI system is installed on a F188 single-cylinder, air-cooled and direct injection diesel engine, which is used for ethanol injection, with the injection time controlled by the crank angle signal collected by AVL angle encoder. The injection of ethanol amounts to half of the thermal equivalent of an original diesel fuel. A 3D combustion model is established for the ethanol - diesel dual direct injection engine. Diesel was injected from the original fuel injection system, with a fuel supply advance angle of 20°CA. The ethanol was injected into the cylinder during compression process. Diesel injection began after the completion of ethanol injection. Ethanol injection starting point of 240°CA, 260°CA, 280°CA, 300°CA and 319.4°CA were simulated and analyzed. Due to the different timing of ethanol injection, the ignition of the ethanol mixture when diesel fires, results in non-uniform ignition distribution and flame propagation rate, since the distribution and concentration gradients of the ethanol mixture in the cylinder are different, thus affecting the combustion process. The results show that, when ethanol is injected at 319.4°CA, the combustion heat release rate and the pressure rise rate during the initial stage are the highest. Also, the maximum combustion pressure, with a relatively advance phase, is the highest. In case of later initial ethanol injection, the average temperature in the cylinder during the initial combustion period will have a faster rise. In case of initial injection at 319.4°CA, the average temperature in the cylinder is the highest, followed by 240°CA ethanol injection. In the post-combustion stage, the earlier ethanol injection will result in higher average temperature in the cylinder and more complete fuel combustion. The injection of ethanol at 319.4°CA produces earlier and highest NOX emissions.

  4. Calculated power distribution of a thermionic, beryllium oxide reflected, fast-spectrum reactor

    NASA Technical Reports Server (NTRS)

    Mayo, W.; Lantz, E.

    1973-01-01

    A procedure is developed and used to calculate the detailed power distribution in the fuel elements next to a beryllium oxide reflector of a fast-spectrum, thermionic reactor. The results of the calculations show that, although the average power density in these outer fuel elements is not far from the core average, the power density at the very edge of the fuel closest to the beryllium oxide is about 1.8 times the core avearge.

  5. Biomass fuel use and indoor air pollution in homes in Malawi

    PubMed Central

    Fullerton, D G; Semple, S; Kalambo, F; Suseno, A; Malamba, R; Henderson, G; Ayres, J G; Gordon, S B

    2009-01-01

    Background: Air pollution from biomass fuels in Africa is a significant cause of mortality and morbidity both in adults and children. The work describes the nature and quantity of smoke exposure from biomass fuel in Malawian homes. Methods: Markers of indoor air quality were measured in 62 homes (31 rural and 31 urban) over a typical 24 h period. Four different devices were used (one gravimetric device, two photometric devices and a carbon monoxide (HOBO) monitor. Gravimetric samples were analysed for transition metal content. Data on cooking and lighting fuel type together with information on indicators of socioeconomic status were collected by questionnaire. Results: Respirable dust levels in both the urban and rural environment were high with the mean (SD) 24 h average levels being 226 μg/m3 (206 μg/m3). Data from real-time instruments indicated respirable dust concentrations were >250 μg/m3 for >1 h per day in 52% of rural homes and 17% of urban homes. Average carbon monoxide levels were significantly higher in urban compared with rural homes (6.14 ppm vs 1.87 ppm; p<0.001). The transition metal content of the smoke was low, with no significant difference found between urban and rural homes. Conclusions: Indoor air pollution levels in Malawian homes are high. Further investigation is justified because the levels that we have demonstrated are hazardous and are likely to be damaging to health. Interventions should be sought to reduce exposure to concentrations less harmful to health. PMID:19671533

  6. 40 CFR 80.1275 - How are early benzene credits generated?

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... 40 Protection of Environment 16 2011-07-01 2011-07-01 false How are early benzene credits... PROGRAMS (CONTINUED) REGULATION OF FUELS AND FUEL ADDITIVES Gasoline Benzene Averaging, Banking and Trading (abt) Program § 80.1275 How are early benzene credits generated? (a) For each averaging period per...

  7. 40 CFR 80.1290 - How are standard benzene credits generated?

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... 40 Protection of Environment 17 2012-07-01 2012-07-01 false How are standard benzene credits... PROGRAMS (CONTINUED) REGULATION OF FUELS AND FUEL ADDITIVES Gasoline Benzene Averaging, Banking and Trading (abt) Program § 80.1290 How are standard benzene credits generated? (a) The standard credit averaging...

  8. 40 CFR 80.1275 - How are early benzene credits generated?

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... 40 Protection of Environment 17 2013-07-01 2013-07-01 false How are early benzene credits... PROGRAMS (CONTINUED) REGULATION OF FUELS AND FUEL ADDITIVES Gasoline Benzene Averaging, Banking and Trading (abt) Program § 80.1275 How are early benzene credits generated? (a) For each averaging period per...

  9. 40 CFR 80.1290 - How are standard benzene credits generated?

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... 40 Protection of Environment 16 2011-07-01 2011-07-01 false How are standard benzene credits... PROGRAMS (CONTINUED) REGULATION OF FUELS AND FUEL ADDITIVES Gasoline Benzene Averaging, Banking and Trading (abt) Program § 80.1290 How are standard benzene credits generated? (a) The standard credit averaging...

  10. 40 CFR 80.1290 - How are standard benzene credits generated?

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... 40 Protection of Environment 17 2014-07-01 2014-07-01 false How are standard benzene credits... PROGRAMS (CONTINUED) REGULATION OF FUELS AND FUEL ADDITIVES Gasoline Benzene Averaging, Banking and Trading (abt) Program § 80.1290 How are standard benzene credits generated? (a) The standard credit averaging...

  11. 40 CFR 80.1290 - How are standard benzene credits generated?

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... 40 Protection of Environment 16 2010-07-01 2010-07-01 false How are standard benzene credits... PROGRAMS (CONTINUED) REGULATION OF FUELS AND FUEL ADDITIVES Gasoline Benzene Averaging, Banking and Trading (abt) Program § 80.1290 How are standard benzene credits generated? (a) The standard credit averaging...

  12. 40 CFR 80.1290 - How are standard benzene credits generated?

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... 40 Protection of Environment 17 2013-07-01 2013-07-01 false How are standard benzene credits... PROGRAMS (CONTINUED) REGULATION OF FUELS AND FUEL ADDITIVES Gasoline Benzene Averaging, Banking and Trading (abt) Program § 80.1290 How are standard benzene credits generated? (a) The standard credit averaging...

  13. 40 CFR 80.1275 - How are early benzene credits generated?

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... 40 Protection of Environment 17 2012-07-01 2012-07-01 false How are early benzene credits... PROGRAMS (CONTINUED) REGULATION OF FUELS AND FUEL ADDITIVES Gasoline Benzene Averaging, Banking and Trading (abt) Program § 80.1275 How are early benzene credits generated? (a) For each averaging period per...

  14. 40 CFR 80.1275 - How are early benzene credits generated?

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... 40 Protection of Environment 16 2010-07-01 2010-07-01 false How are early benzene credits... PROGRAMS (CONTINUED) REGULATION OF FUELS AND FUEL ADDITIVES Gasoline Benzene Averaging, Banking and Trading (abt) Program § 80.1275 How are early benzene credits generated? (a) For each averaging period per...

  15. 40 CFR 80.1275 - How are early benzene credits generated?

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... 40 Protection of Environment 17 2014-07-01 2014-07-01 false How are early benzene credits... PROGRAMS (CONTINUED) REGULATION OF FUELS AND FUEL ADDITIVES Gasoline Benzene Averaging, Banking and Trading (abt) Program § 80.1275 How are early benzene credits generated? (a) For each averaging period per...

  16. 10 CFR 611.2 - Definitions.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... average of the combined fuel economy of all vehicles in a fleet, which were subject to CAFE. Advanced... loan under this Program. CAFE means the Corporate Average Fuel Economy program of the Energy Policy and... gallon values, as are reported in accordance with section 32904 of title 49, United States Code. If CAFE...

  17. Reporting Codes and Fuel Pathways for the EPA Moderated Transaction System (EMTS)

    EPA Pesticide Factsheets

    Users should reference this document for a complete list of all reporting codes and all possible fuel pathways for Renewable Fuel Standard (RFS) and Fuels Averaging, Banking and Trading (ABT) users of the EPA Moderated Transaction System (EMTS).

  18. 40 CFR 600.311-12 - Determination of values for fuel economy labels.

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... value from paragraph (a) of this section, in miles per kW-hour. (4) For hydrogen fuel cell vehicles... for hydrogen fuel cell vehicles. MPG = The combined fuel economy value from paragraph (a) of this... hydrogen fuel cell vehicles. Average Annual Miles = The estimated annual mileage figure provided by EPA, in...

  19. 40 CFR 600.311-12 - Determination of values for fuel economy labels.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... value from paragraph (a) of this section, in miles per kW-hour. (4) For hydrogen fuel cell vehicles... for hydrogen fuel cell vehicles. MPG = The combined fuel economy value from paragraph (a) of this... hydrogen fuel cell vehicles. Average Annual Miles = The estimated annual mileage figure provided by EPA, in...

  20. Alternative Fuels Data Center: Transportation System Efficiency

    Science.gov Websites

    energy use. Transportation planners and corporate decision makers can implement combinations of these corporate decision makers can help employees telework to conserve fuel. Maps & Data Average Annual Fuel

  1. The public health benefits of reducing fine particulate matter through conversion to cleaner heating fuels in New York City.

    PubMed

    Kheirbek, Iyad; Haney, Jay; Douglas, Sharon; Ito, Kazuhiko; Caputo, Steven; Matte, Thomas

    2014-12-02

    In recent years, both New York State and City issued regulations to reduce emissions from burning heating oil. To assess the benefits of these programs in New York City, where the density of emissions and vulnerable populations vary greatly, we simulated the air quality benefits of scenarios reflecting no action, partial, and complete phase-out of high-sulfur heating fuels using the Community MultiScale Air Quality (CMAQ) model conducted at a high spatial resolution (1 km). We evaluated the premature mortality and morbidity benefits of the scenarios within 42 city neighborhoods and computed benefits by neighborhood poverty status. The complete phase-out scenario reduces annual average fine particulate matter (PM2.5) by an estimated 0.71 μg/m(3) city-wide (average of 1 km estimates, 10-90th percentile: 0.1-1.6 μg/m(3)), avoiding an estimated 290 premature deaths, 180 hospital admissions for respiratory and cardiovascular disease, and 550 emergency department visits for asthma each year. The largest improvements were seen in areas of highest building and population density and the majority of benefits have occurred through the partial phase out of high-sulfur heating fuel already achieved. While emissions reductions were greatest in low-poverty neighborhoods, health benefits are estimated to be greatest in high-poverty neighborhoods due to higher baseline morbidity and mortality rates.

  2. Delta13C values of grasses as a novel indicator of pollution by fossil-fuel-derived greenhouse gas CO2 in urban areas.

    PubMed

    Lichtfouse, Eric; Lichtfouse, Michel; Jaffrézic, Anne

    2003-01-01

    A novel fossil fuel pollution indicator based on the 13C/12C isotopic composition of plants has been designed. This bioindicator is a promising tool for future mapping of the sequestration of fossil fuel CO2 into urban vegetation. Theoretically, plants growing in fossil-fuel-CO2-contaminated areas, such as major cities, industrial centers, and highway borders, should assimilate a mixture of global atmospheric CO2 of delta13C value of -8.02 per thousand and of fossil fuel CO2 of average delta13C value of -27.28 per thousand. This isotopic difference should, thus, be recorded in plant carbon. Indeed, this study reveals that grasses growing near a major highway in Paris, France, have strikingly depleted delta13C values, averaging at -35.08 per thousand, versus rural grasses that show an average delta13C value of -30.59 per thousand. A simple mixing model was used to calculate the contributions of fossil-fuel-derived CO2 to the plant tissue. Calculation based on contaminated and noncontaminated isotopic end members shows that urban grasses assimilate up to 29.1% of fossil-fuel-CO2-derived carbon in their tissues. The 13C isotopic composition of grasses thus represents a promising new tool for the study of the impact of fossil fuel CO2 in major cities.

  3. Fuel weight and removal costs in fuel-break construction

    Treesearch

    James L. Murphy

    1966-01-01

    Three major fuel types were sampled during fuel-break construction on the west side of the Sierra Nevada, California. Fuel weight per acre ranged from 12.2. to 420.6 tons per acre on average. Fuel-break construction removed 27.9 to 40.5 percent of teh total fuel; costs ranged from $141.29 to $148.38 per acre and $1.16 to $4.43 per ton.

  4. The Effect of Fuel Quality on Carbon Dioxide and Nitrogen Oxide Emissions, While Burning Biomass and RDF

    NASA Astrophysics Data System (ADS)

    Kalnacs, J.; Bendere, R.; Murasovs, A.; Arina, D.; Antipovs, A.; Kalnacs, A.; Sprince, L.

    2018-02-01

    The article analyses the variations in carbon dioxide emission factor depending on parameters characterising biomass and RDF (refuse-derived fuel). The influence of moisture, ash content, heat of combustion, carbon and nitrogen content on the amount of emission factors has been reviewed, by determining their average values. The options for the improvement of the fuel to result in reduced emissions of carbon dioxide and nitrogen oxide have been analysed. Systematic measurements of biomass parameters have been performed, by determining their average values, seasonal limits of variations in these parameters and their mutual relations. Typical average values of RDF parameters and limits of variations have been determined.

  5. Radiation exposures due to fossil fuel combustion

    NASA Astrophysics Data System (ADS)

    Beck, Harold L.

    The current consensus regarding the potential radiation exposures resulting from the combustion of fossil fuels is examined. Sources, releases and potential doses to humans are discussed, both for power plants and waste materials. It is concluded that the radiation exposure to most individuals from any pathway is probably insignificant, i.e. only a tiny fraction of the dose received from natural sources in soil and building materials. Any small dose that may result from power-plant emissions will most likely be from inhalation of the small insoluble ash particles from the more poorly controlled plants burning higher than average activity fuel, rather than from direct or indirect ingestion of food grown on contaminated soil. One potentially significant pathway for exposure to humans that requires further evaluation is the effect on indoor external γ-radiation levels resulting from the use of flyash in building materials. The combustion of natural gas in private dwellings is also discussed, and the radiological consequences are concluded to be generally insignificant, except under certain extraordinary circumstances.

  6. Experimental study on temperature profile of fixed - bed gasification of oil-palm fronds

    NASA Astrophysics Data System (ADS)

    Atnaw, Samson M.; Sulaiman, Shaharin A.; Moni, M. Nazmi Z.

    2012-06-01

    Currently the world's second largest palm oil producer Malaysia produces large amount of oil palm biomass each year. The abundance of the biomass introduces a challenge to utilize them as main feedstock for heat and energy generation. Although some oil palm parts and derivatives like empty fruit bunch and fibre have been commercialized as fuel, less attention has been given to oil palm fronds (OPF). Initial feasibility and characterization studies of OPF showed that it is highly feasible as fuel for gasification to produce high value gaseous fuel or syngas. This paper discusses the experimental gasification attempt carried out on OPF using a 50 kW lab scale downdraft gasifier and its results. The conducted study focused on the temperature distributions within the reactor and the characteristics of the dynamic temperature profile for each temperature zones during operation. OPF feedstock of one cubic inch in individual size with 15% average moisture content was utilized. An average pyrolysis zone temperature of 324°Cand an average oxidation zone temperature of 796°Cwere obtained over a total gasification period of 74 minutes. A maximum oxidation zone temperature of 952°Cwas obtained at 486 lpm inlet air flow rate and 10 kg/hr feedstock consumption rate. Stable bluish flare was produced for more than 70% of the total gasification time. The recorded temperature profiles produced closely similar patterns with the temperature profiles recorded from the gasification of woody materials. Similar temperature profile was obtained comparing the results from OPF gasification with that of woody biomass. Furthermore, the successful ignition of the syngas produced from OPF gasification ascertained that OPF indeed has a higher potential as gasification feedstock. Hence, more detailed studies need to be done for better understanding in exploiting the biomass as a high prospect alternative energy solution. In addition, a study of the effect of initial moisture content of OPF feedstock on the temperature distribution profile along the gasifier bed showed that initial moisture content of feedstock in the range of 15% gives satisfactory result, while experiment with feedstock having higher moisture content resulted in lower zone temperature values.

  7. Carbon-13 and proton nuclear magnetic resonance analysis of shale-derived refinery products and jet fuels and of experimental referee broadened-specification jet fuels

    NASA Technical Reports Server (NTRS)

    Dalling, D. K.; Bailey, B. K.; Pugmire, R. J.

    1984-01-01

    A proton and carbon-13 nuclear magnetic resonance (NMR) study was conducted of Ashland shale oil refinery products, experimental referee broadened-specification jet fuels, and of related isoprenoid model compounds. Supercritical fluid chromatography techniques using carbon dioxide were developed on a preparative scale, so that samples could be quantitatively separated into saturates and aromatic fractions for study by NMR. An optimized average parameter treatment was developed, and the NMR results were analyzed in terms of the resulting average parameters; formulation of model mixtures was demonstrated. Application of novel spectroscopic techniques to fuel samples was investigated.

  8. Measuring In-Cabin School Bus Tailpipe and Crankcase PM2.5: A New Dual Tracer Method.

    PubMed

    Ireson, Robert G; Ondov, John M; Zielinska, Barbara; Weaver, Christopher S; Easter, Michael D; Lawson, Douglas R; Hesterberg, Thomas W; Davey, Mark E; Liu, L-J Sally

    2011-05-01

    Exposures of occupants in school buses to on-road vehicle emissions, including emissions from the bus itself, can be substantially greater than those in outdoor settings. A dual tracer method was developed and applied to two school buses in Seattle in 2005 to quantify in-cabin fine particulate matter (PM 2.5 ) concentrations attributable to the buses' diesel engine tailpipe (DPM tp ) and crankcase vent (PM ck ) emissions. The new method avoids the problem of differentiating bus emissions from chemically identical emissions of other vehicles by using a fuel-based organometallic iridium tracer for engine exhaust and by adding deuterated hexatriacontane to engine oil. Source testing results showed consistent PM:tracer ratios for the primary tracer for each type of emissions. Comparisons of the PM:tracer ratios indicated that there was a small amount of unburned lubricating oil emitted from the tailpipe; however, virtually no diesel fuel combustion products were found in the crankcase emissions. For the limited testing conducted here, although PM ck emission rates (averages of 0.028 and 0.099 g/km for the two buses) were lower than those from the tailpipe (0.18 and 0.14 g/km), in-cabin PM ck concentrations averaging 6.8 μg/m 3 were higher than DPM tp (0.91 μg/m 3 average). In-cabin DPM tp and PM ck concentrations were significantly higher with bus windows closed (1.4 and 12 μg/m 3 , respectively) as compared with open (0.44 and 1.3 μg/m 3 , respectively). For comparison, average closed- and open-window in-cabin total PM 2.5 concentrations were 26 and 12 μg/m 3 , respectively. Despite the relatively short in-cabin sampling times, very high sensitivities were achieved, with detection limits of 0.002 μg/m 3 for DPM tp and 0.05 μg/m 3 for PM ck . [Box: see text].

  9. Measuring in-cabin school bus tailpipe and crankcase PM2.5: a new dual tracer method.

    PubMed

    Ireson, Robert G; Ondov, John M; Zielinska, Barbara; Weaver, Christopher S; Easter, Michael D; Lawson, Douglas R; Hesterberg, Thomas W; Davey, Mark E; Liu, L-J Sally

    2011-05-01

    Exposures of occupants in school buses to on-road vehicle emissions, including emissions from the bus itself, can be substantially greater than those in outdoor settings. A dual tracer method was developed and applied to two school buses in Seattle in 2005 to quantify in-cabin fine particulate matter (PM2.5) concentrations attributable to the buses' diesel engine tailpipe (DPMtp) and crankcase vent (PMck) emissions. The new method avoids the problem of differentiating bus emissions from chemically identical emissions of other vehicles by using a fuel-based organometallic iridium tracer for engine exhaust and by adding deuterated hexatriacontane to engine oil. Source testing results showed consistent PM:tracer ratios for the primary tracer for each type of emissions. Comparisons of the PM:tracer ratios indicated that there was a small amount of unburned lubricating oil emitted from the tailpipe; however, virtually no diesel fuel combustion products were found in the crankcase emissions. For the limited testing conducted here, although PMck emission rates (averages of 0.028 and 0.099 g/km for the two buses) were lower than those from the tailpipe (0.18 and 0.14 g/km), in-cabin PMck concentrations averaging 6.8 microg/m3 were higher than DPMtp (0.91 microg/m3 average). In-cabin DPMtp and PMck concentrations were significantly higher with bus windows closed (1.4 and 12 microg/m3, respectively) as compared with open (0.44 and 1.3 microg/m3, respectively). For comparison, average closed- and open-window in-cabin total PM2.5 concentrations were 26 and 12 microg/m3, respectively. Despite the relatively short in-cabin sampling times, very high sensitivities were achieved, with detection limits of 0.002 microg/m3 for DPMtp and 0.05 microg/m3 for PMck.

  10. A Nuclear Cryogenic Propulsion Stage for Near-Term Space Missions

    NASA Technical Reports Server (NTRS)

    Houts, Michael G.; Kim, Tony; Emrich, William J.; Hickman, Robert R.; Broadway, Jeramie W.; Gerrish, Harold P.; Adams, Robert B.; Bechtel, Ryan D.; Borowski, Stanley K.; George, Jeffrey A.

    2013-01-01

    Development efforts in the United States have demonstrated the viability and performance potential of NTP systems. For example, Project Rover (1955 - 1973) completed 22 high power rocket reactor tests. Peak performances included operating at an average hydrogen exhaust temperature of 2550 K and a peak fuel power density of 5200 MW/m3 (Pewee test), operating at a thrust of 930 kN (Phoebus-2A test), and operating for 62.7 minutes on a single burn (NRXA6 test). Results from Project Rover indicated that an NTP system with a high thrust-toweight ratio and a specific impulse greater than 900 s would be feasible. Excellent results have also been obtained by Russia. Ternary carbide fuels developed in Russia may have the potential for providing even higher specific impulses.

  11. Enhancement of electricity production by graphene oxide in soil microbial fuel cells and plant microbial fuel cells.

    PubMed

    Goto, Yuko; Yoshida, Naoko; Umeyama, Yuto; Yamada, Takeshi; Tero, Ryugo; Hiraishi, Akira

    2015-01-01

    The effects of graphene oxide (GO) on electricity generation in soil microbial fuel cells (SMFCs) and plant microbial fuel cell (PMFCs) were investigated. GO at concentrations ranging from 0 to 1.9 g⋅kg(-1) was added to soil and reduced for 10 days under anaerobic incubation. All SMFCs (GO-SMFCs) utilizing the soils incubated with GO produced electricity at a greater rate and in higher quantities than the SMFCs which did not contain GO. In fed-batch operations, the overall average electricity generation in GO-SMFCs containing 1.0 g⋅kg(-1) of GO was 40 ± 19 mW⋅m(-2), which was significantly higher than the value of 6.6 ± 8.9 mW⋅m(-2) generated from GO-free SMFCs (p < 0.05). The increase in catalytic current at the oxidative potential was observed by cyclic voltammetry (CV) for GO-SMFC, with the CV curve suggesting the enhancement of electron transfer from oxidation of organic substances in the soil by the reduced form of GO. The GO-containing PMFC also displayed a greater generation of electricity compared to the PMFC with no added GO, with GO-PMFC producing 49 mW⋅m(-2) of electricity after 27 days of operation. Collectively, this study demonstrates that GO added to soil can be microbially reduced in soil, and facilitates electron transfer to the anode in both SMFCs and PMFCs.

  12. Enhancement of Electricity Production by Graphene Oxide in Soil Microbial Fuel Cells and Plant Microbial Fuel Cells

    PubMed Central

    Goto, Yuko; Yoshida, Naoko; Umeyama, Yuto; Yamada, Takeshi; Tero, Ryugo; Hiraishi, Akira

    2015-01-01

    The effects of graphene oxide (GO) on electricity generation in soil microbial fuel cells (SMFCs) and plant microbial fuel cell (PMFCs) were investigated. GO at concentrations ranging from 0 to 1.9 g⋅kg−1 was added to soil and reduced for 10 days under anaerobic incubation. All SMFCs (GO-SMFCs) utilizing the soils incubated with GO produced electricity at a greater rate and in higher quantities than the SMFCs which did not contain GO. In fed-batch operations, the overall average electricity generation in GO-SMFCs containing 1.0 g⋅kg−1 of GO was 40 ± 19 mW⋅m−2, which was significantly higher than the value of 6.6 ± 8.9 mW⋅m−2 generated from GO-free SMFCs (p < 0.05). The increase in catalytic current at the oxidative potential was observed by cyclic voltammetry (CV) for GO-SMFC, with the CV curve suggesting the enhancement of electron transfer from oxidation of organic substances in the soil by the reduced form of GO. The GO-containing PMFC also displayed a greater generation of electricity compared to the PMFC with no added GO, with GO-PMFC producing 49 mW⋅m−2 of electricity after 27 days of operation. Collectively, this study demonstrates that GO added to soil can be microbially reduced in soil, and facilitates electron transfer to the anode in both SMFCs and PMFCs. PMID:25883931

  13. Mandated fuel economy standards as a strategy for improving motor vehicle fuel economy.

    DOT National Transportation Integrated Search

    1978-10-19

    The major domestic motor vehicle manufacturers have projected that their new car fleet average fuel economy will meet the federal mandated fuel economy standard for 1985, of 27.5 miles per gallon. Assuming that these projections hold true, in one dec...

  14. 40 CFR 72.2 - Definitions.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... any form of solid, liquid, or gaseous fuel derived from such material. Fossil fuel-fired means the... average quantity of fossil fuel consumed by a unit, measured in millions of British Thermal Units... high relative to the reference value. Boiler means an enclosed fossil or other fuel-fired combustion...

  15. 40 CFR 72.2 - Definitions.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... any form of solid, liquid, or gaseous fuel derived from such material. Fossil fuel-fired means the... average quantity of fossil fuel consumed by a unit, measured in millions of British Thermal Units... high relative to the reference value. Boiler means an enclosed fossil or other fuel-fired combustion...

  16. 40 CFR 72.2 - Definitions.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... any form of solid, liquid, or gaseous fuel derived from such material. Fossil fuel-fired means the... average quantity of fossil fuel consumed by a unit, measured in millions of British Thermal Units... high relative to the reference value. Boiler means an enclosed fossil or other fuel-fired combustion...

  17. 40 CFR 72.2 - Definitions.

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... any form of solid, liquid, or gaseous fuel derived from such material. Fossil fuel-fired means the... average quantity of fossil fuel consumed by a unit, measured in millions of British Thermal Units... high relative to the reference value. Boiler means an enclosed fossil or other fuel-fired combustion...

  18. 40 CFR 600.510-12 - Calculation of average fuel economy and average carbon-related exhaust emissions.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... MOTOR VEHICLES Fuel Economy Regulations for Model Year 1978 Passenger Automobiles and for 1979 and Later Model Year Automobiles (Light Trucks and Passenger Automobiles)-Procedures for Determining Manufacturer... will be calculated to the nearest 0.1 mpg for the categories of automobiles identified in this section...

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

    Not Available

    Exhaust emission and fuel economy tests (1975 Federal Test Procedure) were performed on a 1972 Plymouth Cricket equipped with a turbocharged four-cylinder stratified charge engine (Texaco Controlled Combustion System) and an exhaust catalyst. The tests were conducted for three different fuels; unleaded gasoline, number 2 diesel fuel, and a wide boiling range distillate fuel supplied by Texaco. Average hydrocarbon, carbon monoxide, and nitrogen oxide emissions (without throttling) obtained with diesel fuel were 0.89, 1.88, and 1.91 g/mi, respectively. Hydrocarbon, carbon monoxide and nitrogen oxide levels of 0.88, 0.97, and 1.61 g/mi, respectively, were obtained with the wide boiling range fuel;more » and emission levels of 1.37, 0.50, and 1.84 g/mi, respectively, were obtained with the unleaded gasoline. Average fuel economies for the diesel fuel, wide boiling range fuel, and unleaded gasoline were 30.8, 29.7, and 28.4 mi/gal., respectively. Thus, the turbocharged catalyst equipped stratified charge engine demonstrated the ability to meet 1975 interim levels on three different fuels with high fuel economy. Compliance with the 1977 hydrocarbon standard of 0.41 g/mi will require additional control devices or basic combustion improvement.« less

  20. Thermochemical properties of flame gases from fine wildland fuels

    Treesearch

    Frank A. Albini

    1979-01-01

    Describes a theoretical model for calculating thermochemical properties of the gaseous fuel that burns in the free flame at the edge of a spreading fire in fine forest fuels. Predicted properties are the heat of combustion, stoichiometric air/fuel mass ratio, mass-averaged temperature, and mass fraction of unburned fuel in the gas mixture emitted from the flame-...

  1. Non-homogeneous hybrid rocket fuel for enhanced regression rates utilizing partial entrainment

    NASA Astrophysics Data System (ADS)

    Boronowsky, Kenny

    A concept was developed and tested to enhance the performance and regression rate of hydroxyl terminated polybutadiene (HTPB), a commonly used hybrid rocket fuel. By adding small nodules of paraffin into the HTPB fuel, a non-homogeneous mixture was created resulting in increased regression rates. The goal was to develop a fuel with a simplified single core geometry and a tailorable regression rate. The new fuel would benefit from the structural stability of HTPB yet not suffer from the large void fraction representative of typical HTPB core geometries. Regression rates were compared between traditional HTPB single core grains, 85% HTPB mixed with 15% (by weight) paraffin cores, 70% HTPB mixed with 30% paraffin cores, and plain paraffin single core grains. Each fuel combination was tested at oxidizer flow rates, ranging from 0.9 - 3.3 g/s of gaseous oxygen, in a small scale hybrid test rocket and average regression rates were measured. While large uncertainties were present in the experimental setup, the overall data showed that the regression rate was enhanced as paraffin concentration increased. While further testing would be required at larger scales of interest, the trends are encouraging. Inclusion of paraffin nodules in the HTPB grain may produce a greater advantage than other more noxious additives in current use. In addition, it may lead to safer rocket motors with higher integrated thrust due to the decreased void fraction.

  2. Determination of forest fuels characteristics in mortality-affected Pinus forests using integrated hyperspectral and ALS data

    NASA Astrophysics Data System (ADS)

    Romero Ramirez, Francisco J.; Navarro-Cerrillo, Rafael Mª.; Varo-Martínez, Mª. Ángeles; Quero, Jose Luis; Doerr, Stefan; Hernández-Clemente, Rocío

    2018-06-01

    Widespread tree mortality caused by forest decline in recent decades has raised concern among forest managers about how to assess forest fuels in these conditions. To investigate this question, we developed and tested an objective, consistent approach to the characterization of canopy fuel metrics - such as fuel load (FL), live fuel moisture content (LFMC), and live-dead ratio (LDR) - by integrating airborne laser scanning (ALS) and hyperspectral data to produce more-accurate estimates at the stand level. Regression models were developed for Pinus sylvestris and P. nigra stands representative of pine plantations in southern Spain, using field data acquired for different spatial fuel types and distributions as well as high resolution airborne hyperspectral data (AHS) and ALS datasets. Strong relationships were found between ALS and FL using a density of 2 points m-2 (R2 = 0.64) and between LFMC and Temperature/NDVI index at a spatial resolution of 5 m (R2 = 0.91). The red edge normalized index provided the highest separability (Jeffries-Matusita distance = 1.83) between types of LDR. The plot-aggregate ALS and AHS metrics performed better at spatial resolutions of 5 m and 2 points m-2 than at other scales. Cartography of the estimations of FL, LFMC, and LDR made using the empirical models from the ALS and AHS data showed a mean FL value of 65.87 Mg ha-1, an average LFMC content of 57.51%, and 30.75% of the surface classified as dead fuel (≥60% defoliation). The results suggest that our remote sensing approach could improve the estimation of canopy fuels characteristics at higher spatial resolutions as well as estimations of fuel cartography, to assist the planning and management of fuel reduction treatments.

  3. Refining economics of U.S. gasoline: octane ratings and ethanol content.

    PubMed

    Hirshfeld, David S; Kolb, Jeffrey A; Anderson, James E; Studzinski, William; Frusti, James

    2014-10-07

    Increasing the octane rating of the U.S. gasoline pool (currently ∼ 93 Research Octane Number (RON)) would enable higher engine efficiency for light-duty vehicles (e.g., through higher compression ratio), facilitating compliance with federal fuel economy and greenhouse gas (GHG) emissions standards. The federal Renewable Fuels Standard calls for increased renewable fuel use in U.S. gasoline, primarily ethanol, a high-octane gasoline component. Linear programming modeling of the U.S. refining sector was used to assess the effects on refining economics, CO2 emissions, and crude oil use of increasing average octane rating by increasing (i) the octane rating of refinery-produced hydrocarbon blendstocks for oxygenate blending (BOBs) and (ii) the volume fraction (Exx) of ethanol in finished gasoline. The analysis indicated the refining sector could produce BOBs yielding finished E20 and E30 gasolines with higher octane ratings at modest additional refining cost, for example, ∼ 1¢/gal for 95-RON E20 or 97-RON E30, and 3-5¢/gal for 95-RON E10, 98-RON E20, or 100-RON E30. Reduced BOB volume (from displacement by ethanol) and lower BOB octane could (i) lower refinery CO2 emissions (e.g., ∼ 3% for 98-RON E20, ∼ 10% for 100-RON E30) and (ii) reduce crude oil use (e.g., ∼ 3% for 98-RON E20, ∼ 8% for 100-RON E30).

  4. 49 CFR 531.5 - Fuel economy standards.

    Code of Federal Regulations, 2010 CFR

    2010-10-01

    ... 49 Transportation 6 2010-10-01 2010-10-01 false Fuel economy standards. 531.5 Section 531.5 Transportation Other Regulations Relating to Transportation (Continued) NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION, DEPARTMENT OF TRANSPORTATION PASSENGER AUTOMOBILE AVERAGE FUEL ECONOMY STANDARDS § 531.5 Fuel economy standards. (a) Except as provided...

  5. 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...

  6. 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...

  7. 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...

  8. 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...

  9. 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...

  10. 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.

  11. 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.

  12. Effects of Fuel Distribution on Detonation Tube Performance

    NASA Technical Reports Server (NTRS)

    Perkins, H. Douglas; Sung, Chih-Jen

    2003-01-01

    A pulse detonation engine uses a series of high frequency intermittent detonation tubes to generate thrust. The process of filling the detonation tube with fuel and air for each cycle may yield non-uniform mixtures. Uniform mixing is commonly assumed when calculating detonation tube thrust performance. In this study, detonation cycles featuring idealized non-uniform Hz/air mixtures were analyzed using a two-dimensional Navier-Stokes computational fluid dynamics code with detailed chemistry. Mixture non-uniformities examined included axial equivalence ratio gradients, transverse equivalence ratio gradients, and partially fueled tubes. Three different average test section equivalence ratios were studied; one stoichiometric, one fuel lean, and one fuel rich. All mixtures were detonable throughout the detonation tube. Various mixtures representing the same average test section equivalence ratio were shown to have specific impulses within 1% of each other, indicating that good fuel/air mixing is not a prerequisite for optimal detonation tube performance under conditions investigated.

  13. Emission factors from biomass burning in three types of appliances: fireplace, woodstove and pellet stove

    NASA Astrophysics Data System (ADS)

    Duarte, Márcio; Vicente, Estela; Calvo, Ana; Nunes, Teresa; Tarelho, Luis; Alves, Célia

    2014-05-01

    In the last years, the importance of biomass fuels has increased mainly for two reasons. One of them is the effort to control the emissions of greenhouse gases, and on the other hand, the increasing costs associated with fossil fuels. Besides that, biomass burning is now recognised as one of the major sources contributing to high concentrations of particulate matter, especially during winter time. Southern European countries have a lack of information regarding emission profiles from biomass burning. Because of that, in most source apportionment studies, the information used comes from northern and alpine countries, whose combustion appliances, fuels and habits are different from those in Mediterranean countries. Due to this lack of information, series of tests using different types of equipment, as well as fuels, were carried out in order to obtain emission profiles and emission factors that correspond to the reality in southern European countries. Tests involved three types of biomass appliances used in Portugal, a fireplace, a woodstove and a modern pellet stove. Emission factors (mg.kg-1 fuel, dry basis) for CO, THC and PM10 were obtained. CO emission factors ranged from 38, for pine on the woodstove, to 84 for eucalyptus in the fireplace. THC emissions were between 4 and 24, for pine in the woodstove and eucalyptus in the fireplace, respectively. PM10 emission factors were in the range from 3.99, for pine in the woodstove, to 17.3 for eucalyptus in the fireplace. On average, the emission factors obtained for the fireplace are 1.5 (CO) to 4 (THC) times higher than those of the woodstove. The fireplace has emission factors for CO, THC and PM10 10, 35 and 32 times, respectively, higher than the pellet stove.

  14. Bench-Scale Monolith Autothermal Reformer Catalyst Screening Evaluations in a Micro-Reactor With Jet-A Fuel

    NASA Technical Reports Server (NTRS)

    Tomsik, Thomas M.; Yen, Judy C.H.; Budge, John R.

    2006-01-01

    Solid oxide fuel cell systems used in the aerospace or commercial aviation environment require a compact, light-weight and highly durable catalytic fuel processor. The fuel processing method considered here is an autothermal reforming (ATR) step. The ATR converts Jet-A fuel by a reaction with steam and air forming hydrogen (H2) and carbon monoxide (CO) to be used for production of electrical power in the fuel cell. This paper addresses the first phase of an experimental catalyst screening study, looking at the relative effectiveness of several monolith catalyst types when operating with untreated Jet-A fuel. Six monolith catalyst materials were selected for preliminary evaluation and experimental bench-scale screening in a small 0.05 kWe micro-reactor test apparatus. These tests were conducted to assess relative catalyst performance under atmospheric pressure ATR conditions and processing Jet-A fuel at a steam-to-carbon ratio of 3.5, a value higher than anticipated to be run in an optimized system. The average reformer efficiencies for the six catalysts tested ranged from 75 to 83 percent at a constant gas-hourly space velocity of 12,000 hr 1. The corresponding hydrocarbon conversion efficiency varied from 86 to 95 percent during experiments run at reaction temperatures between 750 to 830 C. Based on the results of the short-duration 100 hr tests reported herein, two of the highest performing catalysts were selected for further evaluation in a follow-on 1000 hr life durability study in Phase II.

  15. Microstructure of the irradiated U 3Si 2/Al silicide dispersion fuel

    NASA Astrophysics Data System (ADS)

    Gan, J.; Keiser, D. D.; Miller, B. D.; Jue, J.-F.; Robinson, A. B.; Madden, J. W.; Medvedev, P. G.; Wachs, D. M.

    2011-12-01

    The silicide dispersion fuel of U 3Si 2/Al is recognized as the best performance fuel for many nuclear research and test reactors with up to 4.8 gU/cm 3 fuel loading. An irradiated U 3Si 2/Al dispersion fuel ( 235U ˜ 75%) from the high-flux side of a fuel plate (U0R040) from the Reduced Enrichment for Research and Test Reactors (RERTR)-8 test was characterized using transmission electron microscopy (TEM). The fuel was irradiated in the Advanced Test Reactor (ATR) for 105 days. The average irradiation temperature and fission density of the U 3Si 2 fuel particles for the TEM sample are estimated to be approximately 110 °C and 5.4 × 10 27 f/m 3. The characterization was performed using a 200-kV TEM. The U/Si ratio for the fuel particle and (Si + Al)/U for the fuel-matrix-interaction layer are approximately 1.1 and 4-10, respectively. The estimated average diameter, number density and volume fraction for small bubbles (<1 μm) in the fuel particle are ˜94 nm, 1.05 × 10 20 m -3 and ˜11%, respectively. The results and their implication on the performance of the U 3Si 2/Al silicide dispersion fuel are discussed.

  16. 41 CFR 102-34.55 - Are there fleet average fuel economy standards we must meet?

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... 41 Public Contracts and Property Management 3 2010-07-01 2010-07-01 false Are there fleet average fuel economy standards we must meet? 102-34.55 Section 102-34.55 Public Contracts and Property Management Federal Property Management Regulations System (Continued) FEDERAL MANAGEMENT REGULATION PERSONAL PROPERTY 34-MOTOR VEHICLE MANAGEMENT Obtainin...

  17. 40 CFR 80.1343 - What hardship relief provisions are available only to small refiners?

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... AGENCY (CONTINUED) AIR PROGRAMS (CONTINUED) REGULATION OF FUELS AND FUEL ADDITIVES Gasoline Benzene Small... annual average benzene standard at § 80.1230(a). (b) In the case of a small refiner approved under § 80.1340 for which compliance with the maximum average benzene requirement at § 80.1230(b) is not feasible...

  18. 40 CFR 80.1343 - What hardship relief provisions are available only to small refiners?

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... AGENCY (CONTINUED) AIR PROGRAMS (CONTINUED) REGULATION OF FUELS AND FUEL ADDITIVES Gasoline Benzene Small... annual average benzene standard at § 80.1230(a). (b) In the case of a small refiner approved under § 80.1340 for which compliance with the maximum average benzene requirement at § 80.1230(b) is not feasible...

  19. 40 CFR 80.1343 - What hardship relief provisions are available only to small refiners?

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... AGENCY (CONTINUED) AIR PROGRAMS (CONTINUED) REGULATION OF FUELS AND FUEL ADDITIVES Gasoline Benzene Small... annual average benzene standard at § 80.1230(a). (b) In the case of a small refiner approved under § 80.1340 for which compliance with the maximum average benzene requirement at § 80.1230(b) is not feasible...

  20. Nitrogen dioxide exposures inside ice skating rinks.

    PubMed Central

    Brauer, M; Spengler, J D

    1994-01-01

    OBJECTIVES. The common operation of fuel-powered resurfacing equipment in enclosed ice skating rinks has the potential for producing high concentrations of carbon monoxide and nitrogen dioxide. Exposures to these gaseous combustion products may adversely affect the health of those inside the rink. Little information is available on pollutant concentrations under normal operating conditions. METHODS. One-week average nitrogen dioxide concentrations in 70 northeastern US rinks were measured with passive samplers during normal winter season conditions. RESULTS. The median nitrogen dioxide level inside rinks was 180 ppb, more than 10 times higher than the median outdoor concentration. One-week average nitrogen dioxide concentrations above 1000 ppb were measured in 10% of the rinks. CONCLUSIONS. Considering that short-term peak concentrations were likely to have reached two to five times the measured 1-week averages, our results suggest that nitrogen dioxide levels were well above short-term air quality guidelines and constitute a public health concern of considerable magnitude. PMID:8129060

  1. Multi-dimensional transport modelling of corrosive agents through a bentonite buffer in a Canadian deep geological repository.

    PubMed

    Briggs, Scott; McKelvie, Jennifer; Sleep, Brent; Krol, Magdalena

    2017-12-01

    The use of a deep geological repository (DGR) for the long-term disposal of used nuclear fuel is an approach currently being investigated by several agencies worldwide, including Canada's Nuclear Waste Management Organization (NWMO). Within the DGR, used nuclear fuel will be placed in copper-coated steel containers and surrounded by a bentonite clay buffer. While copper is generally thermodynamically stable, corrosion can occur due to the presence of sulphide under anaerobic conditions. As such, understanding transport of sulphide through the engineered barrier system to the used fuel container is an important consideration in DGR design. In this study, a three-dimensional (3D) model of sulphide transport in a DGR was developed. The numerical model is implemented using COMSOL Multiphysics, a commercial finite element software package. Previous sulphide transport models of the NWMO repository used a simplified one-dimensional system. This work illustrates the importance of 3D modelling to capture non-uniform effects, as results showed locations of maximum sulphide flux are 1.7 times higher than the average flux to the used fuel container. Copyright © 2017. Published by Elsevier B.V.

  2. Real-world energy use and emission rates for idling long-haul trucks and selected idle reduction technologies.

    PubMed

    Frey, H Christopher; Kuo, Po-Yao

    2009-07-01

    Long-haul freight trucks typically idle for 2000 or more hours per year, motivating interest in reducing idle fuel use and emissions using auxiliary power units (APUs) and shore-power (SP). Fuel-use rates are estimated based on electronic control unit (ECU) data for truck engines and measurements for APU engines. Engine emission factors were measured using a portable emission measurement system. Indirect emissions from SP were based on average utility grid emission factors. Base engine fuel use and APU and SP electrical load were analyzed for 20 trucks monitored for more than 1 yr during 2.76 million mi of activity within 42 U.S. states. The average base engine fuel use varied from 0.46 to 0.65 gal/hr. The average APU fuel use varied from 0.24 to 0.41 gal/hr. Fuel-use rates are typically lowest in mild weather, highest in hot or cold weather, and depend on engine speed (revolutions per minute [RPM]). Compared with the base engine, APU fuel use and emissions of carbon dioxide (CO2) and sulfur dioxide (SO2) are lower by 36-47%. Oxides of nitrogen (NO(x)) emissions are lower by 80-90%. Reductions in particulate matter (PM), carbon monoxide (CO), and hydrocarbon emissions vary from approximately 10 to over 50%. SP leads to more substantial reductions, except for SO2. The actual achievable reductions will be lower because only a fraction of base engine usage will be replaced by APUs, SP, or both. Recommendations are made for reducing base engine fuel use and emissions, accounting for variability in fuel use and emissions reductions, and further work to quantify real-world avoided fuel use and emissions.

  3. 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.

  4. Simplified Two-Time Step Method for Calculating Combustion Rates and Nitrogen Oxide Emissions for Hydrogen/Air and Hydorgen/Oxygen

    NASA Technical Reports Server (NTRS)

    Molnar, Melissa; Marek, C. John

    2005-01-01

    A simplified single rate expression for hydrogen combustion and nitrogen oxide production was developed. Detailed kinetics are predicted for the chemical kinetic times using the complete chemical mechanism over the entire operating space. These times are then correlated to the reactor conditions using an exponential fit. Simple first order reaction expressions are then used to find the conversion in the reactor. The method uses a two-time step kinetic scheme. The first time averaged step is used at the initial times with smaller water concentrations. This gives the average chemical kinetic time as a function of initial overall fuel air ratio, temperature, and pressure. The second instantaneous step is used at higher water concentrations (> 1 x 10(exp -20) moles/cc) in the mixture which gives the chemical kinetic time as a function of the instantaneous fuel and water mole concentrations, pressure and temperature (T4). The simple correlations are then compared to the turbulent mixing times to determine the limiting properties of the reaction. The NASA Glenn GLSENS kinetics code calculates the reaction rates and rate constants for each species in a kinetic scheme for finite kinetic rates. These reaction rates are used to calculate the necessary chemical kinetic times. This time is regressed over the complete initial conditions using the Excel regression routine. Chemical kinetic time equations for H2 and NOx are obtained for H2/air fuel and for the H2/O2. A similar correlation is also developed using data from NASA s Chemical Equilibrium Applications (CEA) code to determine the equilibrium temperature (T4) as a function of overall fuel/air ratio, pressure and initial temperature (T3). High values of the regression coefficient R2 are obtained.

  5. Summary of Simplified Two Time Step Method for Calculating Combustion Rates and Nitrogen Oxide Emissions for Hydrogen/Air and Hydrogen/Oxygen

    NASA Technical Reports Server (NTRS)

    Marek, C. John; Molnar, Melissa

    2005-01-01

    A simplified single rate expression for hydrogen combustion and nitrogen oxide production was developed. Detailed kinetics are predicted for the chemical kinetic times using the complete chemical mechanism over the entire operating space. These times are then correlated to the reactor conditions using an exponential fit. Simple first order reaction expressions are then used to find the conversion in the reactor. The method uses a two time step kinetic scheme. The first time averaged step is used at the initial times with smaller water concentrations. This gives the average chemical kinetic time as a function of initial overall fuel air ratio, temperature, and pressure. The second instantaneous step is used at higher water concentrations (greater than l x 10(exp -20)) moles per cc) in the mixture which gives the chemical kinetic time as a function of the instantaneous fuel and water mole concentrations, pressure and temperature (T(sub 4)). The simple correlations are then compared to the turbulent mixing times to determine the limiting properties of the reaction. The NASA Glenn GLSENS kinetics code calculates the reaction rates and rate constants for each species in a kinetic scheme for finite kinetic rates. These reaction rates are used to calculate the necessary chemical kinetic times. This time is regressed over the complete initial conditions using the Excel regression routine. Chemical kinetic time equations for H2 and NOx are obtained for H2/Air fuel and for H2/O2. A similar correlation is also developed using data from NASA's Chemical Equilibrium Applications (CEA) code to determine the equilibrium temperature (T(sub 4)) as a function of overall fuel/air ratio, pressure and initial temperature (T(sub 3)). High values of the regression coefficient R squared are obtained.

  6. Method for modeling driving cycles, fuel use, and emissions for over snow vehicles.

    PubMed

    Hu, Jiangchuan; Frey, H Christopher; Sandhu, Gurdas S; Graver, Brandon M; Bishop, Gary A; Schuchmann, Brent G; Ray, John D

    2014-07-15

    As input to a winter use plan, activity, fuel use, and tailpipe exhaust emissions of over snow vehicles (OSV), including five snow coaches and one snowmobile, were measured on a designated route in Yellowstone National Park (YNP). Engine load was quantified in terms of vehicle specific power (VSP), which is a function of speed, acceleration, and road grade. Compared to highway vehicles, VSP for OSVs is more sensitive to rolling resistance and less sensitive to aerodynamic drag. Fuel use rates increased linearly (R2>0.96) with VSP. For gasoline-fueled OSVs, fuel-based emission rates of carbon monoxide (CO) and nitrogen oxides (NOx) typically increased with increasing fuel use rate, with some cases of very high CO emissions. For the diesel OSVs, which had selective catalytic reduction and diesel particulate filters, fuel-based NOx and particulate matter (PM) emission rates were not sensitive to fuel flow rate, and the emission controls were effective. Inter vehicle variability in cycle average fuel use and emissions rates for CO and NOx was substantial. However, there was relatively little inter-cycle variation in cycle average fuel use and emission rates when comparing driving cycles. Recommendations are made regarding how real-world OSV activity, fuel use, and emissions data can be improved.

  7. Comparative study of regulated and unregulated air pollutant emissions before and after conversion of automobiles from gasoline power to liquefied petroleum gas/gasoline dual-fuel retrofits.

    PubMed

    Yang, Hsi-Hsien; Chien, Shu-Mei; Cheng, Man-Ting; Peng, Chiung-Yu

    2007-12-15

    Liquefied petroleum gas (LPG) is increasingly being examined as an alternative to gasoline use in automobiles as interest grows in reducing air pollutant emissions. In this study, emissions of regulated (CO, THC, NO(x)) and unregulated air pollutants, including CO2, particulate matter (PM), polycyclic aromatic hydrocarbons (PAHs), and BTEX (acronym for benzene, toluene, ethylbenzene, xylene), were measured before and after conversion of nine gasoline-powered automobiles to LPG/ gasoline dual-fuel retrofits. The tests were conducted on a standard chassis dynamometer in accordance with the United States Environmental Protection Agency FTP-75 test procedure, with the exception that all tests were conducted under hot-start driving conditions. The influences of LPG on air pollutant emission levels and carcinogenic potency were investigated and compared with gasoline. The results showed average emission factors of 0.14 g/km, 0.33 mg/km, 0.09 g/km, 0.44 g/km, and 197 g/km for CO, THC, NO(x), PM, and CO2, respectively, for LPG/ gasoline dual-fuel retrofits. Paired-sample t-test results indicated that the emissions of CO (p = 0.03), THC (p = 0.04), and CO2 (p = 4.6 x 10(-8)) were significantly reduced with the retrofit in comparison with gasoline-powered automobiles. The reduction percentages were 71%, 89%, and 14% for CO, THC, and CO2, respectively. The average total PAH emission factor for LPG was 217 microg/km, which is significantly lower than gasoline (863 microg/km; p = 0.05). The PAH corresponding carcinogenicities (BaP(eq)) were calculated via toxic equivalencies based on benzo(a)pyrene (BaP). Paired-sample t-test results fortotal BaP(eq) emissions showed no significant difference between gasoline (30.0 microg/km) and LPG (24.8 microg/km) at a confidence level of 95%. The discrepancy between PAH and BaP(eq) emissions resulted from the higher emission percentages of high molecular weight PAHs for LPG, which might be from lubricant oil. The average emission factors of benzene, toluene, ethylbenzene, and xylene were 351, 4400, 324, and 1100 microg/ km, respectively, with LPG as fuel, which were all significantly lower than those for gasoline (95% confidence level). The average reduction percentages were 78%, 61%, 57%, and 58% for benzene, toluene, ethylbenzene, and xylene, respectively.

  8. Alternative Fuels Data Center

    Science.gov Websites

    Tax An excise tax rate of 9% of the average wholesale price on a per gallon basis applies to all . Additionally, a highway motor fuel tax of $0.02 per gallon applies to all special fuels. For taxation purposes

  9. Carbon monoxide exposure from aircraft fueling vehicles.

    PubMed

    McCammon, C S; Halperin, W F; Lemen, R A

    1981-01-01

    Investigators from the National Institute for Occupational Safety and Health observed deficiencies in maintenance of fueling trucks at an international airport. The exhaust system is vented under the front bumper, a standard design on fueling trucks which is intended to minimize the proximity of the exhaust system to the jet fuel in the vehicles. Carbon monoxide levels were measured in the cabs of 17 fueling trucks with windows closed, heaters on, and in different positions relative to the wind. One truck had an average CO level of 300 ppm, two exceeded 100 ppm, five others exceeded 50 ppm, while levels in the other nine averaged less than or equal to 500 ppm. Levels of CO depended on the mechanical condition of the vehicle and the vehicle's orientation to the wind. Stringent maintenance is required as the exhaust design is not fail-safe.

  10. 41 CFR 102-34.60 - How do we calculate the average fuel economy for Government motor vehicles?

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... 41 Public Contracts and Property Management 3 2010-07-01 2010-07-01 false How do we calculate the average fuel economy for Government motor vehicles? 102-34.60 Section 102-34.60 Public Contracts and Property Management Federal Property Management Regulations System (Continued) FEDERAL MANAGEMENT REGULATION PERSONAL PROPERTY 34-MOTOR VEHICLE...

  11. Total suspended particulate matter and toxic elements indoors during cooking with yak dung

    NASA Astrophysics Data System (ADS)

    Kang, Shichang; Li, Chaoliu; Wang, Feiyue; Zhang, Qianggong; Cong, Zhiyuan

    Many herders in the Tibetan Plateau still inherit the traditional lifestyle, including living in tents and burning yak dung for fuel. This short correspondence reports a pilot study on indoor air quality in the nomadic tents in the Nam Co region, inland Tibetan Plateau. The results showed very high concentrations of total suspended particles (TSP), averaging at 4.45 mg m -3 during the cooking/heating period (with daily value of 3.16 mg m -3). Elevated concentrations of toxic element Cd, As and Pb were also found within the tents, averaging 3.16 μg m -3, 35.00 μg m -3, and 81.39 μg m -3 for a day, respectively, which were not only far higher than those of WHO indoor air quality guidelines, but also more than 10 4-10 6 times higher than the outdoor air level in the Nam Co area. The study raises serious concerns over the health of Tibetan herders following their long-term exposure to the tent air.

  12. High-freezing-point fuels used for aviation turbine engines

    NASA Technical Reports Server (NTRS)

    Friedman, R.

    1979-01-01

    Broadened-specification aviation fuels could be produced from a greater fraction of crude source material with improvements in fuel supply and price. These fuels, particularly those with increased final boiling temperatures, would have higher freezing temperatures than current aviation turbine fuels. The higher-freezing-point fuels can be substituted in the majority of present commercial flights, since temperature data indicate that in-flight fuel temperatures are relatively mild. For the small but significant fraction of commercial flights where low fuel temperatures make higher freezing-point fuel use unacceptable, adaptations to the fuel or fuel system may be made to accommodate this fuel. Several techniques are discussed. Fuel heating is the most promising concept. One simple system design uses existing heat rejection from the fuel-lubricating oil cooler, another uses an engine-driven generator for electrical heating. Both systems offer advantages that outweigh the obvious penalties.

  13. Experimental Study of Thermophysical Properties of Peat Fuel

    NASA Astrophysics Data System (ADS)

    Mikhailov, A. S.; Piralishvili, Sh. A.; Stepanov, E. G.; Spesivtseva, N. S.

    2017-03-01

    A study has been made of thermophysical properties of peat pellets of higher-than-average reactivity due to the pretreatment of the raw material. A synchronous differential analysis of the produced pellets was performed to determine the gaseous products of their decomposition by the mass-spectroscopy method. The parameters of the mass loss rate, the heat-release function, the activation energy, the rate constant of the combustion reaction, and the volatile yield were compared to the properties of pellets compressed by the traditional method on a matrix pelletizer. It has been determined that as a result of the peat pretreatment, the yield of volatile components increases and the activation energy of the combustion reaction decreases by 17 and 30% respectively compared with the raw fuel. This determines its prospects for burning in an atomized state at coal-fired thermal electric power plants.

  14. 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 .

  15. Vehicle Technologies and Fuel Cell Technologies Program: Prospective Benefits Assessment Report for Fiscal Year 2016

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

    Stephens, T. S.; Taylor, C. H.; Moore, J. S.

    Under a diverse set of programs, the Vehicle Technologies and Fuel Cell Technologies offices of DOE’s Office of Energy Efficiency and Renewable Energy invest in research, development, demonstration, and deployment of advanced vehicle, hydrogen production, delivery and storage, and fuel cell technologies. This report estimates the benefits of successfully developing and deploying these technologies (a “Program Success” case) relative to a base case (the “No Program” case). The Program Success case represents the future with completely successful deployment of Vehicle Technologies Office (VTO) and Fuel Cell Technologies Office (FCTO) technologies. The No Program case represents a future in which theremore » is no contribution after FY 2016 by the VTO or FCTO to these technologies. The benefits of advanced vehicle, hydrogen production, delivery and storage, and fuel cell technologies were estimated on the basis of differences in fuel use, primary energy use, and greenhouse gas (GHG) emissions from light-, medium- and heavy-duty vehicles, including energy and emissions from fuel production, between the base case and the Program Success case. Improvements in fuel economy of various vehicle types, growth in the stock of fuel cell vehicles and other advanced technology vehicles, and decreased GHG intensity of hydrogen production and delivery in the Program Success case over the No Program case were projected to result in savings in petroleum use and GHG emissions. Benefits were disaggregated by individual program technology areas, which included the FCTO program and the VTO subprograms of batteries and electric drives; advanced combustion engines; fuels and lubricants; materials (for reduction in vehicle mass, or “lightweighting”); and, for medium- and heavy-duty vehicles, reduction in rolling and aerodynamic resistance. Projections for the Program Success case indicate that by 2035, the average fuel economy of on-road, light-duty vehicle stock could be 47% to 76% higher than in the No Program case. On-road medium- and heavy-duty vehicle stock could be as much as 39% higher. The resulting petroleum savings in 2035 were estimated to be as high as 3.1 million barrels per day, and reductions in GHG emissions were estimated to be as high as 500 million metric tons of CO2 equivalent per year. The benefits of continuing to invest government resources in advanced vehicle and fuel cell technologies would have significant economic value in the U.S. transportation sector and reduce its dependency on oil and its vulnerability to oil price shocks.« less

  16. Performance of an annular solid-oxide fuel cell micro-stack array operating in single-chamber conditions

    NASA Astrophysics Data System (ADS)

    Liu, Mingliang; Lü, Zhe; Wei, Bo; Huang, Xiqiang; Zhang, Yaohui; Su, Wenhui

    An annular micro-stack array consisting of four fuel cells has been fabricated and operated successfully in single-chamber conditions using a nitrogen-diluted oxygen-methane mixture as the operating gas. The single cells consist of a state-of-the-art porous NiO/Y 2O 3-stabilized ZrO 2 (YSZ) anode support, a YSZ electrolyte membrane and a modified La 0.7Sr 0.3MnO 3 (LSM) cathode. The annular configuration of the array is favorable for utilizing the heating effect. The maximum power output of the annular stack decreases with increasingCH 4/O 2 ratio. Its performance increases with increasing CH 4 flow rate and decreases with increasing N 2 flow rate. The power output of the stack is ∼380 mW at CH 4/O 2 = 1 and an N 2 flow rate of 100 sccm and the average maximum power density of each cell is ∼190 mW cm -2. The average performance of each cell in the annular micro-stack array is higher than that of an additional single cell placed next to the stack.

  17. Estimation of ring tensile properties of steam oxidized Zircaloy-4 fuel cladding under simulated LOCA condition

    NASA Astrophysics Data System (ADS)

    Shriwastaw, R. S.; Sawarn, Tapan K.; Banerjee, Suparna; Rath, B. N.; Dubey, J. S.; Kumar, Sunil; Singh, J. L.; Bhasin, Vivek

    2017-09-01

    The present study involves the estimation of ring tensile properties of Indian Pressurised Heavy Water Reactor (IPHWR) fuel cladding made of Zircaloy-4, subjected to experiments under a simulated loss-of-coolant-accident (LOCA) condition. Isothermal steam oxidation experiments were conducted on clad tube specimens at temperatures ranging from 900 to 1200 °C at an interval of 50 °C for different soaking periods with subsequent quenching in water at ambient temperature. The specimens, which survived quenching, were then subjected to ambient temperature ring tension test (RTT). The microstructure was correlated with the mechanical properties. The yield strength (YS) and ultimate tensile strength (UTS) increased initially with rise in oxidation temperature and time duration but then decreased with further increase in oxidation. Ductility is adversely affected with rising oxidation temperature and longer holding time. A higher fraction of load bearing phase and lower oxygen content in it ensures higher residual ductility. Cladding shows almost zero ductility behavior in RIT when load bearing phase fraction is less than 0.72 and its average oxygen concentration is greater than 0.58 wt%.

  18. Biomass fuel use and the exposure of children to particulate air pollution in southern Nepal

    PubMed Central

    Devakumar, D.; Semple, S.; Osrin, D.; Yadav, S.K.; Kurmi, O.P.; Saville, N.M.; Shrestha, B.; Manandhar, D.S.; Costello, A.; Ayres, J.G.

    2014-01-01

    The exposure of children to air pollution in low resource settings is believed to be high because of the common use of biomass fuels for cooking. We used microenvironment sampling to estimate the respirable fraction of air pollution (particles with median diameter less than 4 μm) to which 7–9 year old children in southern Nepal were exposed. Sampling was conducted for a total 2649 h in 55 households, 8 schools and 8 outdoor locations of rural Dhanusha. We conducted gravimetric and photometric sampling in a subsample of the children in our study in the locations in which they usually resided (bedroom/living room, kitchen, veranda, in school and outdoors), repeated three times over one year. Using time activity information, a 24-hour time weighted average was modeled for all the children in the study. Approximately two-thirds of homes used biomass fuels, with the remainder mostly using gas. The exposure of children to air pollution was very high. The 24-hour time weighted average over the whole year was 168 μg/m3. The non-kitchen related samples tended to show approximately double the concentration in winter than spring/autumn, and four times that of the monsoon season. There was no difference between the exposure of boys and girls. Air pollution in rural households was much higher than the World Health Organization and the National Ambient Air Quality Standards for Nepal recommendations for particulate exposure. PMID:24533994

  19. Effect of vegetation type on treatment performance and bioelectric production of constructed wetland modules combined with microbial fuel cell (CW-MFC) treating synthetic wastewater.

    PubMed

    Saz, Çağdaş; Türe, Cengiz; Türker, Onur Can; Yakar, Anıl

    2018-03-01

    An operation of microcosm-constructed wetland modules combined with microbial fuel cell device (CW-MFC) was assessed for wastewater treatment and bioelectric generation. One of the crucial aims of the present experiment is also to determine effect of vegetation on wastewater treatment process and bioelectric production in wetland matrix with microbial fuel cell. Accordingly, CW-MFC modules with vegetation had higher treatment efficiency compared to unplanted wetland module, and average COD, NH 4 + , and TP removal efficiency in vegetated wetland modules were ranged from 85 to 88%, 95 to 97%, and 95 to 97%, respectively. However, the highest NO 3 - removal (63%) was achieved by unplanted control module during the experiment period. The maximum average output voltage, power density, and Coulombic efficiency were obtained in wetland module vegetated with Typha angustifolia for 1.01 ± 0.14 V, 7.47 ± 13.7 mWatt/m 2 , and 8.28 ± 10.4%, respectively. The results suggest that the presence of Typha angustifolia vegetation in the CW-MFC matrix provides the benefits for treatment efficiency and bioelectric production; thus, it increases microbial activities which are responsible for biodegradation of organic compounds and catalyzed to electron flow from anode to cathode. Consequently, we suggest that engineers can use vegetated wetland matrix with Typha angustifolia in CW-MFC module in order to maximize treatment efficiency and bioelectric production.

  20. 40 CFR 85.525 - Applicable standards.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ...) CONTROL OF AIR POLLUTION FROM MOBILE SOURCES Exemption of Clean Alternative Fuel Conversions From... prohibition, vehicles/engines that have been converted to operate on a different fuel must meet emission... allowable grouping. Fleet average standards do not apply unless clean alternative fuel conversions are...

  1. 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

  2. 77 FR 35110 - Agency Information Collection Activity Under OMB Review: Production Plan Reports

    Federal Register 2010, 2011, 2012, 2013, 2014

    2012-06-12

    ... information to be collected will be used to assist NHTSA with the setting of future fuel economy standards for... CONTACT: Kenneth R. Katz, Fuel Economy Division, Office of International Policy, Fuel Economy and Consumer... Control Number: 2127-0655. Title: 49 CFR Parts 531 and 533 Passenger Car Average Fuel Economy Standards...

  3. 40 CFR 86.007-15 - NOX and particulate averaging, trading, and banking for heavy-duty engines.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ..., and banking for heavy-duty engines. 86.007-15 Section 86.007-15 Protection of Environment... Light-Duty Vehicles, Light-Duty Trucks and Heavy-Duty Engines, and for 1985 and Later Model Year New Gasoline Fueled, Natural Gas-Fueled, Liquefied Petroleum Gas-Fueled and Methanol-Fueled Heavy-Duty Vehicles...

  4. 40 CFR 86.004-15 - NOX plus NMHC and particulate averaging, trading, and banking for heavy-duty engines.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... Model Year New Gasoline Fueled, Natural Gas-Fueled, Liquefied Petroleum Gas-Fueled and Methanol-Fueled... programs is voluntary. (2)(i) Engine families with FELs exceeding the applicable standard shall obtain emission credits in a mass amount sufficient to address the shortfall. Credits may be obtained from...

  5. 40 CFR 86.004-15 - NOX plus NMHC and particulate averaging, trading, and banking for heavy-duty engines.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... Model Year New Gasoline Fueled, Natural Gas-Fueled, Liquefied Petroleum Gas-Fueled and Methanol-Fueled... programs is voluntary. (2)(i) Engine families with FELs exceeding the applicable standard shall obtain emission credits in a mass amount sufficient to address the shortfall. Credits may be obtained from...

  6. Facile fabrication of network film electrodes with ultrathin Au nanowires for nonenzymatic glucose sensing and glucose/O2 fuel cell.

    PubMed

    Yang, Lu; Zhang, Yijia; Chu, Mi; Deng, Wenfang; Tan, Yueming; Ma, Ming; Su, Xiaoli; Xie, Qingji; Yao, Shuozhuo

    2014-02-15

    We report here on the facile fabrication of network film electrodes with ultrathin Au nanowires (AuNWs) and their electrochemical applications for high-performance nonenzymatic glucose sensing and glucose/O2 fuel cell under physiological conditions (pH 7.4, containing 0.15M Cl(-)). AuNWs with an average diameter of ~7 or 2 nm were prepared and can self-assemble into robust network films on common electrodes. The network film electrode fabricated with 2-nm AuNWs exhibits high sensitivity (56.0 μA cm(-2)mM(-1)), low detection limit (20 μM), short response time (within 10s), excellent selectivity, and good storage stability for nonenzymatic glucose sensing. Glucose/O2 fuel cells were constructed using network film electrodes as the anode and commercial Pt/C catalyst modified glassy carbon electrode as cathode. The glucose/O2 fuel cell using 2-nm AuNWs as anode catalyst output a maximum power density of is 126 μW cm(-2), an open-circuit cell voltage of 0.425 V, and a short-circuit current density of 1.34 mA cm(-2), respectively. Due to the higher specific electroactive surface area of 2-nm AuNWs, the network film electrode fabricated with 2-nm AuNWs exhibited higher electrocatalytic activity toward glucose oxidation than the network film electrode fabricated with 7-nm AuNWs. The network film electrode exhibits high electrocatalytic activity toward glucose oxidation under physiological conditions, which is helpful for constructing implantable electronic devices. © 2013 Elsevier B.V. All rights reserved.

  7. Source Estimation of Wintertime Soot Particles for an Urban Site Varanasi (25.30 N, 83.00 E) in Central Indo-Gangetic Plain Region

    NASA Astrophysics Data System (ADS)

    Singh, A. K.; Srivastava, M. K.; Dumka, U. C.; Singh, R. K.; Singh, R. S.; Tiwari, S.; Mehrotra, B. J.; Srivastava, A. K.

    2017-12-01

    Black carbon particles (BC: also called Soot) are formed by incomplete combustion of hydrocarbon based fuels (fossil fuel: coal, diesel, petrol, etc.) as well as due to burning of biomass and bio-fuels (wood, shrubs, dry leaves, etc.). Soot particles are warming agent to the atmosphere that gained wide attention in recent years due to their direct and indirect impacts on local, regional as well as global climate. The climatic effects due to soot are not well understood as indicated by large uncertainties in their climate forcing estimation, particularly in South and East Asian region, possibly due to unavailability of adequate database and information about the source. Measurement of wintertime BC mass concentrations for urban site in central IGP, `Varanasi' (25.30 N, 83.00 E), using a seven wavelength Aethalometer is reported in this work. Delta-C (=BC370 - BC880), which is an indicator of biomass/bio-fuels or residential coal burning is used to understand the source. Aethalometer based source apportionment model "Aethalometer model" was used to apportion the fossil fuel/traffic and wood/biomass burning mass concentration to the total BC mass. The preliminary results for representative month (January-2015) show that daily-average BC mass ranged from 4.47 to 20.70 μg m-3 (Average: 9.45 ± 4.15 μg m-3). The daily Absorption Ångström Exponent (AAE) and the ratio of BCff/BC and BCff/BCwb varied between 1.09 - 1.32, 0.67 - 0.92 and 2 - 40, respectively, due to the changes in BC emissions rates. The total BC, BC from fossil fuel (BCff) and BC from wood/biomass burning (BCwb) behaved in the remarkable diurnal pattern, behaving opposite to the mixing layer heights (MLHs). During daytime, MLHs are higher due to surface based solar warming and causes more volume of atmosphere for the BC dispersion. This phenomenon causes the surface measurement of lower BC mass during the daytime. The data is, however, still being processed for multi-year wintertime observations and the detailed discussions will be shown during the presentation.

  8. Essays on energy, equity, and the environment in developing countries

    NASA Astrophysics Data System (ADS)

    Israel, Debra Kim

    1999-11-01

    The essays in this dissertation explore different environmental and public policy issues relevant to developing countries. Essay I examines household-level survey responses to the question "How willing would you be to pay somewhat higher taxes to the government if you knew the money would be spent to protect the environment and prevent land, water and air pollution?" Specifically, for twelve developing and three developed countries included in the survey, the empirical relationships among willingness to pay for environmental quality, relative household income and national income are investigated. The results indicate that when the effects of household and national income are combined, households with below-average income in low-income countries are less willing to pay for environmental protection than those with above-average income in high-income countries. Furthermore, willingness to pay for environmental protection increases more significantly with relative household income than with national income. Essay II uses data from urban Bolivia to study the determinants of household fuel choice, an important link between deforestation and indoor air pollution in developing countries. In particular, the effects of fixed fuel costs, income growth, and female earned income on household fuel choice are examined. The results imply that reduction in firewood use in developing countries is not likely to occur simply as the result of income growth. The essay discusses possible policy implications based on the results that fixed fuel costs appear to be a deterrent to switching to a cleaner fuel and households with female earned income seem less likely to use firewood than other households. Essay III analyzes the equity implications of the elimination of fuel subsidies in the 1985 Bolivian economic reforms. An analysis of the direct static burden shows that while the elimination of gasoline subsidies was progressively distributed, the elimination of LPG and kerosene subsidies was regressive. Overall, the impact was close to proportional. However, including the indirect effect of urban transportation fare increases adds to the regressivity of the subsidy removal, while including the partial equilibrium effects implies a more progressive burden.

  9. Light-duty vehicle greenhouse gas emission standards and corporate average fuel economy standards : final rule

    DOT National Transportation Integrated Search

    2010-05-07

    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 announce...

  10. 10 CFR Appendix II to Part 504 - Fuel Price Computation

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... 504—Fuel Price Computation (a) Introduction. This appendix provides the equations and parameters... inflation indices must follow standard statistical procedures and must be fully documented within the... the weighted average fuel price must follow standard statistical procedures and be fully documented...

  11. 40 CFR 75.19 - Optional SO2, NOX, and CO2 emissions calculation for low mass emissions (LME) units.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... hourly SO2 mass emissions under this section. Alternatively, for fuel oil combustion, a lower, fuel... (or ozone season) prior to the year of the test (g H2O/g air). Ho = Observed humidity ratio during the test run (g H2O/g air). Tr = Average annual atmospheric temperature (or average ozone season...

  12. Particle size dependence of CO tolerance of anode PtRu catalysts for polymer electrolyte fuel cells

    NASA Astrophysics Data System (ADS)

    Yamanaka, Toshiro; Takeguchi, Tatsuya; Wang, Guoxiong; Muhamad, Ernee Noryana; Ueda, Wataru

    An anode catalyst for a polymer electrolyte fuel cell must be CO-tolerant, that is, it must have the function of hydrogen oxidation in the presence of CO, because hydrogen fuel gas generated by the steam reforming process of natural gas contains a small amount of CO. In the present study, PtRu/C catalysts were prepared with control of the degree of Pt-Ru alloying and the size of PtRu particles. This control has become possible by a new method of heat treatment at the final step in the preparation of catalysts. The CO tolerances of PtRu/C catalysts with the same degree of Pt-Ru alloying and with different average sizes of PtRu particles were thus compared. Polarization curves were obtained with pure H 2 and CO/H 2 (CO concentrations of 500-2040 ppm). It was found that the CO tolerance of highly dispersed PtRu/C (high dispersion (HD)) with small PtRu particles was much higher than that of poorly dispersed PtRu/C (low dispersion (LD)) with large metal particles. The CO tolerance of PtRu/C (HD) was higher than that of any commercial PtRu/C. The high CO tolerance of PtRu/C (HD) is thought to be due to efficient concerted functions of Pt, Ru, and their alloy.

  13. Physicochemical characterization of particulate emissions from a compression ignition engine employing two injection technologies and three fuels.

    PubMed

    Surawski, N C; Miljevic, B; Ayoko, G A; Roberts, B A; Elbagir, S; Fairfull-Smith, K E; Bottle, S E; Ristovski, Z D

    2011-07-01

    Alternative fuels and injection technologies are a necessary component of particulate emission reduction strategies for compression ignition engines. Consequently, this study undertakes a physicochemical characterization of diesel particulate matter (DPM) for engines equipped with alternative injection technologies (direct injection and common rail) and alternative fuels (ultra low sulfur diesel, a 20% biodiesel blend, and a synthetic diesel). Particle physical properties were addressed by measuring particle number size distributions, and particle chemical properties were addressed by measuring polycyclic aromatic hydrocarbons (PAHs) and reactive oxygen species (ROS). Particle volatility was determined by passing the polydisperse size distribution through a thermodenuder set to 300 °C. The results from this study, conducted over a four point test cycle, showed that both fuel type and injection technology have an impact on particle emissions, but injection technology was the more important factor. Significant particle number emission (54%-84%) reductions were achieved at half load operation (1% increase-43% decrease at full load) with the common rail injection system; however, the particles had a significantly higher PAH fraction (by a factor of 2 to 4) and ROS concentrations (by a factor of 6 to 16) both expressed on a test-cycle averaged basis. The results of this study have significant implications for the health effects of DPM emissions from both direct injection and common rail engines utilizing various alternative fuels.

  14. Experimental investigation of paraffin-based fuels for hybrid rocket propulsion

    NASA Astrophysics Data System (ADS)

    Galfetti, L.; Merotto, L.; Boiocchi, M.; Maggi, F.; DeLuca, L. T.

    2013-03-01

    Solid fuels for hybrid rockets were characterized in the framework of a research project aimed to develop a new generation of solid fuels, combining at the same time good mechanical and ballistic properties. Original techniques were implemented in order to improve paraffin-based fuels. The first strengthening technique involves the use of a polyurethane foam (PUF); a second technique is based on thermoplastic polymers mixed at molecular level with the paraffin binder. A ballistic characterization of paraffin-based hybrid rocket solid fuels was performed, considering pure wax-based fuels and fuels doped with suitable metal additives. Nano-Al powders and metal hydrides (magnesium hydride (MgH2), lithium aluminum hydride (LiAlH4 )) were used as fillers in paraffin matrices. The results of this investigation show a strong correlation between the measured viscosity of the melted paraffin layer and the regression rate: a decrease of viscosity increases the regression rate. This trend is due to the increasing development of entrainment phenomena, which strongly increase the regression rate. Addition of LiAlH4 (mass fraction 10%) can further increase the regression rate up to 378% with respect to the pure HTPB regression rate, taken as baseline reference fuel. The highest regression rates were found for the Solid Wax (SW) composition, added with 5% MgH2 mass fraction; at 350 kg/(m2s) oxygen mass flux, the measured regression rate, averaged in space and time, was 2.5 mm/s, which is approximately five times higher than that of the pure HTPB composition. Compositions added with nanosized aluminum powders were compared with those added with MgH2, using gel or solid wax.

  15. Irradiation of three T-111 clad uranium nitride fuel pins for 8070 hours at 990 C (1815 F)

    NASA Technical Reports Server (NTRS)

    Slaby, J. G.; Siegel, B. L.; Gedeon, L.; Galbo, R. J.

    1973-01-01

    The design and successful operation of three tantalum alloy (Ta-8W-2Hf) clad uranium mononitride (UN) fuel pins irradiated for 8070 hr at 990 C (1815 F) is described. Two pin diameters having measured burnups of 0.47 and 0.90 uranium atom percent were tested. No clad failures or swelling was detected; however, postirradiation clad samples tested failed with 1 percent strain. The fuel density decrease was 2 percent, and the fission gas release was less than 0.05 percent. Isotropic fuel swelling, which averaged about 0.5 percent, was less than fuel pin assembly clearances. Thus the clad was not strained. Thermocouples with a modified hot zone operated at average temperatures to 1100 C (2012 F) without failure. Factors that influence the ability to maintain uniform clad temperature as well as the results of the heat transfer calculations are discussed.

  16. Emission characteristics of offshore fishing ships in the Yellow Bo Sea, China.

    PubMed

    Liu, Yingshuai; Ge, Yunshan; Tan, Jianwei; Fu, Mingliang; Shah, Asad Naeem; Li, Luqiang; Ji, Zhe; Ding, Yan

    2018-03-01

    Maritime transport has been playing a decisive role in global trade. Its contribution to the air pollution of the sea and coastal areas has been widely recognized. The air pollutant emission inventories of several harbors in China have already been established. However, the emission factors of local ships have not been addressed comprehensively, and thus are lacking from the emission inventories. In this study, on-board emission tests of eight diesel-powered offshore fishing ships were conducted near the coastal region of the northern Yellow Bo Sea fishing ground of Dalian, China. Results show that large amounts of fine particles (<0.5μm, 90%) were found in maneuvering mode, which were about five times higher than those during cruise mode. Emission rates as well as emission factors based on both distance and fuel were determined during the cruise and maneuvering modes (including departure and arrival). Average emission rates and distance-based emission factors of CO, HC and PM were much higher during the maneuvering mode as compared with the cruise mode. However, the average emission rate of Nitrous Oxide (NO x ) was higher during the cruise mode as compared with the maneuvering modes. On the contrary, the average distance-based emission factors of NO x were lower during the cruise mode relative to the maneuvering mode due to the low sailing speed of the latter. Copyright © 2017. Published by Elsevier B.V.

  17. Multi-stage fuel cell system method and apparatus

    DOEpatents

    George, Thomas J.; Smith, William C.

    2000-01-01

    A high efficiency, multi-stage fuel cell system method and apparatus is provided. The fuel cell system is comprised of multiple fuel cell stages, whereby the temperatures of the fuel and oxidant gas streams and the percentage of fuel consumed in each stage are controlled to optimize fuel cell system efficiency. The stages are connected in a serial, flow-through arrangement such that the oxidant gas and fuel gas flowing through an upstream stage is conducted directly into the next adjacent downstream stage. The fuel cell stages are further arranged such that unspent fuel and oxidant laden gases too hot to continue within an upstream stage because of material constraints are conducted into a subsequent downstream stage which comprises a similar cell configuration, however, which is constructed from materials having a higher heat tolerance and designed to meet higher thermal demands. In addition, fuel is underutilized in each stage, resulting in a higher overall fuel cell system efficiency.

  18. Refuse-Derived Fuels in U.S. Air Force Heating and Power Systems.

    DTIC Science & Technology

    1986-01-01

    pellet degradation . Postpellet - cooling may not prevent disintegration into more fines. The Argonne W National Laboratory is sponsoring a research...of fuel,% by using the fuel Orsat (volumetric) analysis and both the carbon and sulfur in the fuel. This is known as a carbon balance. 00 The test... sulfur in the fuel per pound of fuel C ’ = average specific heat of the dry flue gas PG T = flue gas temperature leaving the economizer (or leaving

  19. Experimental Investigations Of The Influence Of Pressure On Critical Extinction Conditions Of Laminar Nonpremixed Flames Burning Condensed Hydrocarbon Fuels, Jet Fuels, And Surrogates

    DTIC Science & Technology

    2014-10-25

    cycloalkanes, aromatics, and alkenes [3,23–26]. On average, the composition by volume is approximately 60% alkanes, 20% cycloalkanes, 18% aromatics, and 2... alkenes [26]. Efforts to develop chemical-kinetic models that accurately describe the combustion of these practical fuels are critical to the development... method also allows for measurements of fuel mass burning rates by recording the required fuel feed rate to maintain the fuel cup level under steady

  20. 1951 midsummer fuel moistures in Oregon and Washington national forests compared with other years.

    Treesearch

    Owen P. Cramer

    1952-01-01

    During the past four years on most Oregon and Washington national forests average midsummer fuel moisture has shown a general downward trend. Conversely, the lowering fuel moistures have caused a rising trend in midsummer forest inflammability. These trends have been brought to light by an analysis of readings from fuel moisture indicator sticks during the midsummer...

  1. Fission gas release during power bumping at high burnup

    NASA Astrophysics Data System (ADS)

    Cunningham, M. E.; Freshley, M. D.; Lanning, D. D.

    1993-03-01

    Research to define the behavior of Zircaloy-clad light-water reactor fuel irradiated to high burnup levels was conducted by the High Burnup Effects Program (HBEP). One activity conducted by the HBEP was to "bump" the power level of irradiated, commercial light-water reactor fuel rods to design limit linear heat generation rates at end-of-life. These bumping irradiations simulated end-of-life design limit linear heat generation rates and provided data on the effects of short-term, high power irradiations at high burnup applicable to the design and operating constraints imposed by maximum allowable fuel rod internal gas pressure limits. Based on net fission gas release during the bumping irradiations, it was observed that higher burnup rods had greater rod-average fractional fission gas release than lower burnup rods at equal bumping powers. It was also observed that a hold period of 48 hours at the peak power was insufficient to achieve equilibrium fission gas release. Finally, differences in the prebump location of fission gas, i.e., within the UO 2 matrix or at grain boundaries, affected the fission gas release during the bumping irradiations.

  2. Irradiation of TZM: Uranium dioxide fuel pin at 1700 K

    NASA Technical Reports Server (NTRS)

    Mcdonald, G. E.

    1973-01-01

    A fuel pin clad with TZM and containing solid pellets of uranium dioxide was fission heated in a static helium-cooled capsule at a maximum surface temperature of 1700 K for approximately 1000 hr and to a total burnup of 2.0 percent of the uranium-235. The results of the postirradiation examination indicated: (1) A transverse, intergranular failure of the fuel pin occurred when the fuel pin reached 2.0-percent burnup. This corresponds to 1330 kW-hr/cu cm, where the volume is the sum of the fuel, clad, and void volumes in the fuel region. (2) The maximum swelling of the fuel pin was less than 1.5 percent on the fuel-pin diameter. (3) There was no visible interaction between the TZM clad and the UO2. (4) Irradiation at 1700 K produced a course-grained structure, with an average grain diameter of 0.02 centimeter and with some of the grains extending one-half of the thickness of the clad. (5) Below approximately 1500 K, the irradiation of the clad produced a moderately fine-grained structure, with an average grain diameter of 0.004 centimeter.

  3. 40 CFR 600.002-85 - Definitions.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... automobiles. (10) “Fuel Economy” means (i) the average number of miles traveled by an automobile or group of... equivalent petroleum-based fuel economy for an electrically powered automobile as determined by the Secretary..., the term means the equivalent petroleum-based fuel economy value as determined by the calculation...

  4. 40 CFR 72.2 - Definitions.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... component failure or condition. Fossil fuel means natural gas, petroleum, coal, or any form of solid, liquid... average quantity of fossil fuel consumed by a unit, measured in millions of British Thermal Units... high relative to the reference value. Boiler means an enclosed fossil or other fuel-fired combustion...

  5. 40 CFR 79.2 - Definitions.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... combustion or other chemical or physical reaction. (d) Fuel manufacturer means any person who, for sale or... the chemical composition of a bulk fuel, or the mixture of chemical compounds in a bulk fuel, by... the highest concentration, the lowest concentration, and the average concentration of an additive in a...

  6. 40 CFR 79.2 - Definitions.

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... combustion or other chemical or physical reaction. (d) Fuel manufacturer means any person who, for sale or... the chemical composition of a bulk fuel, or the mixture of chemical compounds in a bulk fuel, by... the highest concentration, the lowest concentration, and the average concentration of an additive in a...

  7. 40 CFR 79.2 - Definitions.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... combustion or other chemical or physical reaction. (d) Fuel manufacturer means any person who, for sale or... the chemical composition of a bulk fuel, or the mixture of chemical compounds in a bulk fuel, by... the highest concentration, the lowest concentration, and the average concentration of an additive in a...

  8. Idle emissions from heavy-duty diesel and natural gas vehicles at high altitude.

    PubMed

    McCormick, R L; Graboski, M S; Alleman, T L; Yanowitz, J

    2000-11-01

    Idle emissions of total hydrocarbon (THC), CO, NOx, and particulate matter (PM) were measured from 24 heavy-duty diesel-fueled (12 trucks and 12 buses) and 4 heavy-duty compressed natural gas (CNG)-fueled vehicles. The volatile organic fraction (VOF) of PM and aldehyde emissions were also measured for many of the diesel vehicles. Experiments were conducted at 1609 m above sea level using a full exhaust flow dilution tunnel method identical to that used for heavy-duty engine Federal Test Procedure (FTP) testing. Diesel trucks averaged 0.170 g/min THC, 1.183 g/min CO, 1.416 g/min NOx, and 0.030 g/min PM. Diesel buses averaged 0.137 g/min THC, 1.326 g/min CO, 2.015 g/min NOx, and 0.048 g/min PM. Results are compared to idle emission factors from the MOBILE5 and PART5 inventory models. The models significantly (45-75%) overestimate emissions of THC and CO in comparison with results measured from the fleet of vehicles examined in this study. Measured NOx emissions were significantly higher (30-100%) than model predictions. For the pre-1999 (pre-consent decree) truck engines examined in this study, idle NOx emissions increased with model year with a linear fit (r2 = 0.6). PART5 nationwide fleet average emissions are within 1 order of magnitude of emissions for the group of vehicles tested in this study. Aldehyde emissions for bus idling averaged 6 mg/min. The VOF averaged 19% of total PM for buses and 49% for trucks. CNG vehicle idle emissions averaged 1.435 g/min for THC, 1.119 g/min for CO, 0.267 g/min for NOx, and 0.003 g/min for PM. The g/min PM emissions are only a small fraction of g/min PM emissions during vehicle driving. However, idle emissions of NOx, CO, and THC are significant in comparison with driving emissions.

  9. 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.

  10. 49 CFR 531.2 - Purpose.

    Code of Federal Regulations, 2010 CFR

    2010-10-01

    ... OF TRANSPORTATION PASSENGER AUTOMOBILE AVERAGE FUEL ECONOMY STANDARDS § 531.2 Purpose. The purpose of this part is to increase the fuel economy of passenger automobiles by establishing minimum levels of...

  11. 49 CFR 531.2 - Purpose.

    Code of Federal Regulations, 2014 CFR

    2014-10-01

    ... OF TRANSPORTATION PASSENGER AUTOMOBILE AVERAGE FUEL ECONOMY STANDARDS § 531.2 Purpose. The purpose of this part is to increase the fuel economy of passenger automobiles by establishing minimum levels of...

  12. 49 CFR 531.2 - Purpose.

    Code of Federal Regulations, 2013 CFR

    2013-10-01

    ... OF TRANSPORTATION PASSENGER AUTOMOBILE AVERAGE FUEL ECONOMY STANDARDS § 531.2 Purpose. The purpose of this part is to increase the fuel economy of passenger automobiles by establishing minimum levels of...

  13. 49 CFR 531.2 - Purpose.

    Code of Federal Regulations, 2011 CFR

    2011-10-01

    ... OF TRANSPORTATION PASSENGER AUTOMOBILE AVERAGE FUEL ECONOMY STANDARDS § 531.2 Purpose. The purpose of this part is to increase the fuel economy of passenger automobiles by establishing minimum levels of...

  14. 49 CFR 531.2 - Purpose.

    Code of Federal Regulations, 2012 CFR

    2012-10-01

    ... OF TRANSPORTATION PASSENGER AUTOMOBILE AVERAGE FUEL ECONOMY STANDARDS § 531.2 Purpose. The purpose of this part is to increase the fuel economy of passenger automobiles by establishing minimum levels of...

  15. Fuel/air nonuniformity - Effect on nitric oxide emissions

    NASA Technical Reports Server (NTRS)

    Lyons, V. J.

    1981-01-01

    An analytical and experimental study was performed to determine the effect of inlet fuel/air profile nonuniformity on NO(x) emissions. The theoretical NO(x) levels were verified in a flame-tube rig at inlet air temperatures of 600, 700, and 800 K, 0.3 MPa rig pressure, 25 m/sec reference velocity, overall equivalence ratio of 0.6 and residence time near 0.002 sec. The theory predicts an increase in NO(x) emissions for increased fuel/air nonuniformity for average equivalence ratios less than 0.7, while for average equivalence ratios near stoichiometric, increasing the nonuniformity will decrease NO(x) emissions. The results can be used to predict the degree of uniformity of fuel/air profiles necessary to achieve NO(x) emissions goals for actual engines that use lean premixed, prevaporized combustion systems.

  16. United States Marine Corps Aerial Refueling Requirements Analysis

    DTIC Science & Technology

    2000-12-01

    REFUELING REQUIREMENTS ANALYSIS William R. Gates Systems Management Department Naval Postgraduate School 555 Dyer Road, Room 229 Monterey, CA 93943...refueling customers . KC130s are rotated through the track 24 hours per day, providing customers fuel as needed. KC130 sorties are scheduled to reflect the...projected average customer (aircraft) arrival rates, average service times (time required to engage the drogue, receive fuel and 1075 Report Documentation

  17. Household air pollution and personal inhalation exposure to particles (TSP/PM2.5/PM1.0/PM0.25) in rural Shanxi, North China.

    PubMed

    Huang, Ye; Du, Wei; Chen, Yuanchen; Shen, Guofeng; Su, Shu; Lin, Nan; Shen, Huizhong; Zhu, Dan; Yuan, Chenyi; Duan, Yonghong; Liu, Junfeng; Li, Bengang; Tao, Shu

    2017-12-01

    Personal exposure to size-segregated particles among rural residents in Shanxi, China in summer, 2011 were investigated using portable carried samplers (N = 84). Household air pollution was simultaneously studied using stationary samplers in nine homes. Information on household fuel types, cooking activity, smoking behavior, kitchen ventilation conditions etc., were also collected and discussed. The study found that even in the summer period, the daily average concentrations of PM 2.5 and PM 1.0 in the kitchen were as high as 376 ± 573 and 288 ± 397 μg/m 3 (N = 6), that were nearly 3 times of 114 ± 81 and 97 ± 77 μg/m 3 in the bedroom (N = 8), and significantly higher than those of 64 ± 28 and 47 ± 21 μg/m 3 in the outdoor air (N = 6). The personal daily exposure to PM 2.5 and PM 1.0 were 98 ± 52 and 77 ± 47 μg/m 3 , respectively, that were lower than the concentrations in the kitchen but higher than the outdoor levels. The mass fractions of PM 2.5 in TSP were 90%, 72%, 65% and 68% on average in the kitchen, bedroom, outdoor air and personal inhalation exposure, respectively, and moreover, a majority of particles in PM 2.5 had diameters less than 1.0 μm. Calculated time-weighted average exposure based on indoor and outdoor air concentrations and time spent indoor and outdoor were positively correlated but, was ∼33% lower than the directly measured exposure. The daily exposure among those burning traditional solid fuels could be lower by ∼41% if the kitchen was equipped with an outdoor chimney, but was still 8-14% higher than those household using cleaning energies, like electricity and gas. With a ventilator in the kitchen, the exposure among the population using clean energies could be further reduced by 10-24%. Copyright © 2017 Elsevier Ltd. All rights reserved.

  18. 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

  19. Wind adjustment factors for predicting fire behavior in three fuel types in Alaska.

    Treesearch

    Rodney A. Norum

    1983-01-01

    Factors for adjusting wind velocities from the 20-foot standard anemometer height down to an average wildfire midflame height (3.5 ft for the fuels studied) are given for exposed, partially sheltered, and sheltered fuels in Alaska. The values are suitable for predicting wildfire behavior.

  20. 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%.

  1. High freezing point fuels used for aviation turbine engines

    NASA Technical Reports Server (NTRS)

    Friedman, R.

    1979-01-01

    Broadened-specification aviation fuels could be produced from a greater fraction of crude source material with improvements in fuel supply and price. These fuels, particularly those with increased final boiling temperatures, would have higher freezing temperatures than current aviation turbine fuels. For the small but significant fraction of commercial flights where low fuel temperatures make higher freezing-point fuel use unacceptable, adaptations to the fuel or fuel system may be made to accommodate this fuel. Several techniques are discussed. Fuel heating is the most promising concept. One simple design uses existing heat rejection from the fuel-lubricating oil cooler, another uses an engine-driven generator for electrical heating.

  2. Fuel cell tubes and method of making same

    DOEpatents

    Borglum, Brian P.

    1999-11-30

    A method of manufacturing porous ceramic tubes for fuel cells with improved properties and higher manufacturing yield is disclosed. The method involves extruding a closed end fuel cell tube, such as an air electrode of a solid oxide fuel cell, in which the closed end also functions as the sintering support. The resultant fuel cell tube has a superior porosity distribution which allows improved diffusion of oxygen at the closed end of the tube during operation of the fuel cell. Because this region has the highest current density, performance enhancement and improved reliability of the fuel cell tube result. Furthermore, the higher manufacturing yield associated with the present method decreases the overall fuel cell cost. A method of manufacturing porous ceramic tubes for fuel cells with improved properties and higher manufacturing yield is disclosed. The method involves extruding a closed end fuel cell tube, such as an air electrode of a solid oxide fuel cell, in which the closed end also functions as the sintering support. The resultant fuel cell tube has a superior porosity distribution which allows improved diffusion of oxygen at the closed end of the tube during operation of the fuel cell. Because this region has the highest current density, performance enhancement and improved reliability of the fuel cell tube result. Furthermore, the higher manufacturing yield associated with the present method decreases the overall fuel cell cost.

  3. 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.

  4. Relationship Between Particle and Plasma Properties and Coating Characteristics of Samaria-Doped Ceria Prepared by Atmospheric Plasma Spraying for Use in Solid Oxide Fuel Cells

    NASA Astrophysics Data System (ADS)

    Cuglietta, Mark; Kesler, Olivera

    2012-06-01

    Samaria-doped ceria (SDC) has become a promising material for the fabrication of high-performance, intermediate-temperature solid oxide fuel cells (SOFCs). In this study, the in-flight characteristics, such as particle velocity and surface temperature, of spray-dried SDC agglomerates were measured and correlated to the resulting microstructures of SDC coatings fabricated using atmospheric plasma spraying, a manufacturing technique with the capability of producing full cells in minutes. Plasmas containing argon, nitrogen and hydrogen led to particle surface temperatures higher than those in plasmas containing only argon and nitrogen. A threshold temperature for the successful deposition of SDC on porous stainless steel substrates was calculated to be 2570 °C. Coating porosity was found to be linked to average particle temperature, suggesting that plasma conditions leading to lower particle temperatures may be most suitable for fabricating porous SOFC electrode layers.

  5. 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.

  6. EPRI-NASA Cooperative Project on Stress Corrosion Cracking of Zircaloys. [nuclear fuel failures

    NASA Technical Reports Server (NTRS)

    Cubicciotti, D.; Jones, R. L.

    1978-01-01

    Examinations of the inside surface of irradiated fuel cladding from two reactors show the Zircaloy cladding is exposed to a number of aggressive substances, among them iodine, cadmium, and iron-contaminated cesium. Iodine-induced stress corrosion cracking (SCC) of well characterized samples of Zircaloy sheet and tubing was studied. Results indicate that a threshold stress must be exceeded for iodine SCC to occur. The existence of a threshold stress indicates that crack formation probably is the key step in iodine SCC. Investigation of the crack formation process showed that the cracks responsible for SCC failure nucleated at locations in the metal surface that contained higher than average concentrations of alloying elements and impurities. A four-stage model of iodine SCC is proposed based on the experimental results and the relevance of the observations to pellet cladding interaction failures is discussed.

  7. Microbial community structure of different electrode materials in constructed wetland incorporating microbial fuel cell.

    PubMed

    Wang, Junfeng; Song, Xinshan; Wang, Yuhui; Abayneh, Befkadu; Ding, Yi; Yan, Denghua; Bai, Junhong

    2016-12-01

    The microbial fuel cell coupled with constructed wetland (CW-MFC) microcosms were operated under fed-batch mode for evaluating the effect of electrode materials on bioelectricity generation and microbial community composition. Experimental results indicated that the bioenergy output in CW-MFC increased with the substrate concentration; maximum average voltage (177mV) was observed in CW-MFC with carbon fiber felt (CFF). In addition, the four different materials resulted in the formation of significantly different microbial community distribution around the anode electrode. The relative abundance of Proteobacteria in CFF and foamed nickel (FN) was significantly higher than that in stainless steel mesh (SSM) and graphite rod (GR) samples. Notably, the findings indicate that CW-MFC utilizing FN anode electrode could apparently improve relative abundance of Dechloromonas, which has been regarded as a denitrifying and phosphate accumulating microorganism. Copyright © 2016 Elsevier Ltd. All rights reserved.

  8. Recent trends in aviation turbine fuel properties

    NASA Technical Reports Server (NTRS)

    Friedman, R.

    1982-01-01

    Plots and tables, compiled from Department of Energy (and predecessor agency) inspection reports from 1969 to 1980, present ranges, averages, extremes, and trends for most of the 22 properties of Jet A aviation turbine fuel. In recent years, average values of aromatics content, mercaptan sulfur content, distillation temperature of 10 percent recovered, smoke point, and freezing point show small but recognizable trends toward their specification limits. About 80 percent of the fuel samples had at least one property near specification, defined as within a standard band about the specification limit. By far the most common near-specification properties were aromatics content, smoke point, and freezing point.

  9. Occupational Exposure of Diesel Station Workers to BTEX Compounds at a Bus Depot

    PubMed Central

    Moolla, Raeesa; Curtis, Christopher J.; Knight, Jasper

    2015-01-01

    Diesel fuel is known to emit pollutants that have a negative impact on environmental and human health. In developing countries like South Africa, attendants are employed to pump fuel for customers at service stations. Attendants refuel vehicles with various octane unleaded fuel, lead-replacement petrol and diesel fuel, on a daily basis. Attendants are at risk to adverse health effects associated with the inhalation of volatile organic compounds released from these fuels. The pollutants released include benzene, toluene, ethylbenzene and xylenes (BTEX), which are significant due to their high level of toxicity. In this study, a risk assessment of BTEX was conducted at a diesel service station for public buses. Using Radiello passive samplers, it was found that benzene concentrations were above recommended international standards. Due to poor ventilation and high exposure duration, the average benzene concentration over the sampling campaign exceeded the US Environmental Protection Agency’s chronic inhalation exposure reference concentration. Lifetime cancer risk estimation showed that on average there is a 3.78 × 10−4 cancer risk, corresponding to an average chronic daily intake of 1.38 × 10−3 mg/kg/day of benzene exposure. Additionally, there were incidences where individuals were at potential hazard risk of benzene and toluene that may pose non-carcinogenic effects to employees. PMID:25872020

  10. Occupational exposure of diesel station workers to BTEX compounds at a bus depot.

    PubMed

    Moolla, Raeesa; Curtis, Christopher J; Knight, Jasper

    2015-04-13

    Diesel fuel is known to emit pollutants that have a negative impact on environmental and human health. In developing countries like South Africa, attendants are employed to pump fuel for customers at service stations. Attendants refuel vehicles with various octane unleaded fuel, lead-replacement petrol and diesel fuel, on a daily basis. Attendants are at risk to adverse health effects associated with the inhalation of volatile organic compounds released from these fuels. The pollutants released include benzene, toluene, ethylbenzene and xylenes (BTEX), which are significant due to their high level of toxicity. In this study, a risk assessment of BTEX was conducted at a diesel service station for public buses. Using Radiello passive samplers, it was found that benzene concentrations were above recommended international standards. Due to poor ventilation and high exposure duration, the average benzene concentration over the sampling campaign exceeded the US Environmental Protection Agency's chronic inhalation exposure reference concentration. Lifetime cancer risk estimation showed that on average there is a 3.78 × 10-4 cancer risk, corresponding to an average chronic daily intake of 1.38 × 10-3 mg/kg/day of benzene exposure. Additionally, there were incidences where individuals were at potential hazard risk of benzene and toluene that may pose non-carcinogenic effects to employees.

  11. 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

  12. Dry matter losses and quality changes during short rotation coppice willow storage in chip or rod form.

    PubMed

    Whittaker, Carly; Yates, Nicola E; Powers, Stephen J; Misselbrook, Tom; Shield, Ian

    2018-05-01

    This study compares dry matter losses and quality changes during the storage of SRC willow as chips and as rods. A wood chip stack consisting of approximately 74 tonnes of fresh biomass, or 31 tonnes dry matter (DM) was built after harvesting in the spring. Three weeks later, four smaller stacks of rods with an average weight of 0.8 tonnes, or 0.4 tonnes DM were built. During the course of the experiment temperature recorders placed in the stacks found that the wood chip pile reached 60 °C within 10 days of construction, but the piles of rods remained mostly at ambient temperatures. Dry matter losses were calculated by using pre-weighed independent samples within the stacks and by weighing the whole stack before and after storage. After 6 months the wood chip stack showed a DM loss of between 19.8 and 22.6%, and mean losses of 23.1% were measured from the 17 independent samples. In comparison, the rod stacks showed an average stack DM loss of between 0 and 9%, and between 1.4% and 10.6% loss from the independent samples. Analysis of the stored material suggests that storing willow in small piles of rods produces a higher quality fuel in terms of lower moisture and ash content; however, it has a higher fine content compared to storage in chip form. Therefore, according to the two storage methods tested here, there may be a compromise between maximising the net dry matter yield from SRC willow and the final fine content of the fuel.

  13. Generation of Comprehensive Surrogate Kinetic Models and Validation Databases for Simulating Large Molecular Weight Hydrocarbon Fuels

    DTIC Science & Technology

    2012-10-25

    of hydrogen/ carbon molar ratio (H/C), derived cetane number (DCN), threshold sooting index (TSI), and average mean molecular weight (MWave) of...diffusive soot extinction configurations. Matching the “real fuel combustion property targets” of hydrogen/ carbon molar ratio (H/C), derived cetane number...combustion property targets - hydrogen/ carbon molar ratio (H/C), derived cetane number (DCN), threshold sooting index (TSI), and average mean

  14. Method to improve reliability of a fuel cell system using low performance cell detection at low power operation

    DOEpatents

    Choi, Tayoung; Ganapathy, Sriram; Jung, Jaehak; Savage, David R.; Lakshmanan, Balasubramanian; Vecasey, Pamela M.

    2013-04-16

    A system and method for detecting a low performing cell in a fuel cell stack using measured cell voltages. The method includes determining that the fuel cell stack is running, the stack coolant temperature is above a certain temperature and the stack current density is within a relatively low power range. The method further includes calculating the average cell voltage, and determining whether the difference between the average cell voltage and the minimum cell voltage is greater than a predetermined threshold. If the difference between the average cell voltage and the minimum cell voltage is greater than the predetermined threshold and the minimum cell voltage is less than another predetermined threshold, then the method increments a low performing cell timer. A ratio of the low performing cell timer and a system run timer is calculated to identify a low performing cell.

  15. Methane Emissions from Production Sites in Dry vs. Wet Natural Gas Fields

    NASA Astrophysics Data System (ADS)

    Robertson, Anna M.

    Drilling of unconventional resources (shale, tight sands), has resulted in a 40% increase in U.S. natural gas production since 2005. Due to the large increase in supply, and thus decrease in cost, natural gas has become a viable bridge fuel to transition from more carbon-intensive fuels (coal, oil). Natural gas emits roughly half as much carbon dioxide as coal when burned in a modern power plant, but methane emissions throughout the natural gas network can negate its climatic benefits. Methane emissions from active oil and natural gas production sites were quantified in four basins/plays: Upper Green River (UGR, Wyoming), Denver-Julesburg (DJ, Colorado), Uintah (Utah), and Fayetteville (FV, Arkansas), using the EPA's Other Test Method 33a. Throughput-normalized mass average (TNMA) emissions, total methane mass emissions as a percent of gross methane produced, were higher in basins where wells co-produced oil (Uintah, DJ, UGR) than in FV, which has no oil production. Average TNMA emissions in the UGR were lower than in the DJ and Uintah (0.18% vs 2.06% and 2.78%, respectively). However, well pads in UGR with low gas production (< 500 mcfd) had TNMA emissions similar to wells in DJ and Uintah. The low overall TNMA emissions from UGR appear to be driven by higher average well pad gas production (1774 mcfd per well pad vs 111-148 mcfd in DJ and Uintah). Skewed emission distributions were observed in the Uintah, DJ, and FV with 20% of well pads contributing 72-83% of total measured mass emissions, but not in the UGR where only 54% of total measured mass emissions were contributed by the highest emitting 20% of well pads. TNMA emissions from measured well pads were (95% CI): 0.05-0.16% in FV, 0.12-0.29% in UGR, 1.10-3.95% in DJ, and 0.96-8.60% in Uintah.

  16. 40 CFR 600.002-93 - Definitions.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ...) The average number of miles traveled by an automobile or group of automobiles per volume of fuel consumed as computed in § 600.113 or § 600.207; or (ii) The equivalent petroleum-based fuel economy for an... vehicles, the term means the equivalent petroleum-based fuel economy value as determined by the calculation...

  17. 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

  18. 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

  19. 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

  20. 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

  1. 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

  2. 40 CFR 63.7525 - What are my monitoring, installation, operation, and maintenance requirements?

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... fossil fuel subcategory or the unit designed to burn heavy liquid subcategory and has an average annual heat input rate greater than 250 MMBtu per hour from solid fossil fuel and/or heavy liquid, and you... Major Sources: Industrial, Commercial, and Institutional Boilers and Process Heaters Testing, Fuel...

  3. 40 CFR 63.7525 - What are my monitoring, installation, operation, and maintenance requirements?

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... fossil fuel subcategory or the unit designed to burn heavy liquid subcategory and has an average annual heat input rate greater than 250 MMBtu per hour from solid fossil fuel and/or heavy liquid, and you... Major Sources: Industrial, Commercial, and Institutional Boilers and Process Heaters Testing, Fuel...

  4. Life Cycle Assessment of landfill biogas management: sensitivity to diffuse and combustion air emissions.

    PubMed

    Beylot, Antoine; Villeneuve, Jacques; Bellenfant, Gaël

    2013-02-01

    GOAL AND SCOPE: The life cycle inventory of landfill emissions is a key point in Life Cycle Assessment (LCA) of waste management options and is highly subject to discussion. Result sensitivity to data inventory is accounted for through the implementation of scenarios that help examine how waste landfilling should be modeled in LCA. Four landfill biogas management options are environmentally evaluated in a Life Cycle Assessment perspective: (1) no biogas management (open dump), conventional landfill with (2) flaring, (3) combined heat and power (CHP) production in an internal combustion engine and (4) biogas upgrading for use as a fuel in buses. Average, maximum and minimum literature values are considered both for combustion emission factors in flares and engines and for trace pollutant concentrations in biogas. Biogas upgrading for use as a fuel in buses appears as the most relevant option with respect to most non-toxic impact categories and ecotoxicity, when considering average values for trace gas concentrations and combustion emission factors. Biogas combustion in an engine for CHP production shows the best performances in terms of climate change, but generates significantly higher photochemical oxidant formation and marine eutrophication impact potentials than flaring or biogas upgrading for use as a fuel in buses. However the calculated environmental impact potentials of landfill biogas management options depend largely on the trace gas concentrations implemented in the model. The use of average or extreme values reported in the literature significantly modifies the impact potential of a given scenario (up to two orders of magnitude for open dumps with respect to human toxicity). This should be taken into account when comparing landfilling with other waste management options. Also, the actual performances of a landfill top cover (in terms of oxidation rates) and combustion technology (in terms of emission factors) appear as key parameters affecting the ranking of biogas management options. Copyright © 2012 Elsevier Ltd. All rights reserved.

  5. Solid rocket combustion simulator technology using the hybrid rocket for simulation

    NASA Technical Reports Server (NTRS)

    Ramohalli, Kumar

    1994-01-01

    The hybrid rocket is reexamined in light of several important unanswered questions regarding its performance. The well-known heat transfer limited burning rate equation is quoted, and its limitations are pointed out. Several inconsistencies in the burning rate determination through fuel depolymerization are explicitly discussed. The resolution appears to be through the postulate of (surface) oxidative degradation of the fuel. Experiments are initiated to study the fuel degradation in mixtures of nitrogen/oxygen in the 99.9 percent/0.1 percent to 98 percent/2 percent range. The overall hybrid combustion behavior is studied in a 2 in-diameter rocket motor, where a PMMA tube is used as the fuel. The results include detailed, real-time infrared video images of the combustion zone. Space- and time-averaged images give a broad indication of the temperature reached in the gases. A brief outline is shown of future work, which will specifically concentrate on the exploration of the role of the oxidizer transport to the fuel surface, and the role of the unburned fuel that is reported to escape below the classical time-averaged boundary layer flame.

  6. Production and fuel characteristics of vegetable oil from oilseed crops in the Pacific Northwest

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

    Auld, D.L.; Bettis, B.L.; Peterson, C.L.

    1982-01-01

    The purpose of this research was to evaluate the potential yield and fuel quality of various oilseed crops adapted to the Pacific Northwest as a source of liquid fuel for diesel engines. The seed yield and oil production of three cultivars of winter rape (Brassica napus L.), two cultivars of safflower (Carthamus tinctorius L.) and two cultivars of sunflower (Helianthus annuus L.) were evaluated in replicated plots at Moscow. Additional trials were conducted at several locations in Idaho, Oregon and Washington. Sunflower, oleic and linoleic safflower, and low and high erucic acid rapeseed were evaluated for fatty acid composition, energymore » content, viscosity and engine performance in short term tests. During 20 minute engine tests power output, fuel economy and thermal efficiency were compared to diesel fuel. Winter rape produced over twice as much farm extractable oil as either safflower or sunflower. The winter rape cultivars, Norde and Jet Neuf had oil yields which averaged 1740 and 1540 L/ha, respectively. Vegetable oils contained 94 to 95% of the KJ/L of diesel fuel, but were 11.1 to 17.6 times more viscous. Viscosity of the vegetable oils was closely related to fatty acid chain length and number of unsaturated bonds (R/sup 2/=.99). During short term engine tests all vegetable oils produced power outputs equivalent to diesel, and had thermal efficiencies 1.8 to 2.8% higher than diesel. Based on these results it appears that species and cultivars of oilseed crops to be utilized as a source of fuel should be selected on the basis of oil yield. 1 figure, 5 tables.« less

  7. Group-type hydrocarbon standards for high-performance liquid chromatographic analysis of middistillate fuels

    NASA Technical Reports Server (NTRS)

    Otterson, D. A.; Seng, G. T.

    1984-01-01

    A new high-performance liquid chromatographic (HPLC) method for group-type analysis of middistillate fuels is described. It uses a refractive index detector and standards that are prepared by reacting a portion of the fuel sample with sulfuric acid. A complete analysis of a middistillate fuel for saturates and aromatics (including the preparation of the standard) requires about 15 min if standards for several fuels are prepared simultaneously. From model fuel studies, the method was found to be accurate to within 0.4 vol% saturates or aromatics, and provides a precision of + or - 0.4 vol%. Olefin determinations require an additional 15 min of analysis time. However, this determination is needed only for those fuels displaying a significant olefin response at 200 nm (obtained routinely during the saturated/aromatics analysis procedure). The olefin determination uses the responses of the olefins and the corresponding saturates, as well as the average value of their refractive index sensitivity ratios (1.1). Studied indicated that, although the relative error in the olefins result could reach 10 percent by using this average sensitivity ratio, it was 5 percent for the fuels used in this study. Olefin concentrations as low as 0.1 vol% have been determined using this method.

  8. Effect of prenatal exposure to kitchen fuel on birth weight.

    PubMed

    Kadam, Yugantara Ramesh; Mimansa, Anugya; Chavan, Pragati Vishnu; Gore, Alka Dilip

    2013-10-01

    Maternal exposure to kitchen fuel smoke may lead to impaired fetal growth. To study the effect of exposure to various kitchen fuels on birth weight. Retrospective analytical. Hospital based. Mothers and their newborns. Mothers registered in first trimester with minimum 3 visits, non-anemic, full-term, and singleton delivery. History of Pregnancy Induced Hypertension (PIH), Diabetes Mellitus (DM), tobacco chewers or mishri users. 328 mothers and their new-borne. Six months. Study tools: Chi-square, Z-test, ANOVA, and binary logistic regression. Effect of confounders on birth weight was tested and found to be non-significant. Mean ± SD of birth weight was 2.669 ± 0.442 in Liquid Petroleium Gas (LPG) users (n = 178), 2.465 ± 0.465 in wood users (n = 94), 2.557 ± 0.603 in LPG + wood users (n = 27) and 2.617 ± 0.470 in kerosene users (n = 29). Infants born to wood users had lowest birth weight and averagely 204 g lighter than LPG users (F = 4.056, P < 0.01). Percentage of newborns with low birth weight (LBW) in wood users was 44.68% which was significantly higher than in LPG users (24.16%), LPG + wood users (40.74%) and in kerosene users (34.48%) (Chi-square = 12.926, P < 0.01). As duration of exposure to wood fuel increases there is significant decline in birth weight (F = 3.825, P < 0.05). By using logistic regression type of fuel is only best predictor. Cooking with wood fuel is a significant risk-factor for LBW, which is modifiable.

  9. Characteristics of typical non-road machinery emissions in China by using portable emission measurement system.

    PubMed

    Fu, Mingliang; Ge, Yunshan; Tan, Jianwei; Zeng, Tao; Liang, Bin

    2012-10-15

    Non-road machinery, especially construction equipment could be an important pollutant source of the deterioration in air quality in Chinese urban areas due to its large quantity and to the absence of stringent emission requirements. In this study, emission tests were performed on 12 excavators and 8 wheel loaders by using portable emission measurement system (PEMS) to determine their emission characteristics. The typical operating modes were categorized as idling mode, moving mode and working mode. Compared with those during idling and moving modes, the average time-based emission factors during working mode of HC were 2.61 and 1.27 times higher, NO(x) were 3.66 and 1.36 times higher, and PM were 4.05 and 1.95 times higher, respectively. Under all conditions, categories of the measured emissions increased with the rise in engine power. Compared with those of Stage I emission standard equipment, gaseous emissions and PM emitted from Stage II emission standard equipment were lower. The results indicated that, from Stage I to Stage II, the average reductions of HC, NO(x) and PM were 56%, 37% and 29% for the working mode, respectively. Those results also demonstrated the effectiveness of emission control regulation and the improvement of emission control technology. The data and tests show that the longer the accumulated working hours, the higher HC and NO(x) average fuel-based emission factors are. The emissions measured from the construction vehicles employed in this study were higher than the data collected in previous studies, which shows that it is critical for the government to put into effect more stringent emission regulations to further improve the air quality in Chinese urban areas. Copyright © 2012 Elsevier B.V. All rights reserved.

  10. 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...

  11. 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...

  12. Neutronics Investigations for the Lower Part of a Westinghouse SVEA-96+ Assembly

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

    Murphy, M.F.; Luethi, A.; Seiler, R.

    2002-05-15

    Accurate critical experiments have been performed for the validation of total fission (F{sub tot}) and {sup 238}U-capture (C{sub 8}) reaction rate distributions obtained with CASMO-4, HELIOS, BOXER, and MCNP4B for the lower axial region of a real Westinghouse SVEA-96+ fuel assembly. The assembly comprised fresh fuel with an average {sup 235}U enrichment of 4.02 wt%, a maximum enrichment of 4.74 wt%, 14 burnable-absorber fuel pins, and full-density water moderation. The experimental configuration investigated was core 1A of the LWR-PROTEUS Phase I project, where 61 different fuel pins, representing {approx}64% of the assembly, were gamma-scanned individually. Calculated (C) and measured (E)more » values have been compared in terms of C/E distributions. For F{sub tot}, the standard deviations are 1.2% for HELIOS, 0.9% for CASMO-4, 0.8% for MCNP4B, and 1.7% for BOXER. Standard deviations of 1.1% for HELIOS, CASMO-4, and MCNP4B and 1.2% for BOXER were obtained in the case of C{sub 8}. Despite the high degree of accuracy observed on the average, it was found that the five burnable-absorber fuel pins investigated showed a noticeable underprediction of F{sub tot}, quite systematically, for the deterministic codes evaluated (average C/E for the burnable-absorber fuel pins in the range 0.974 to 0.988, depending on the code)« less

  13. 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.

  14. The effects of raking on sugar pine mortality following prescribed fire in Sequoia and Kings Canyon National Parks, California, USA

    USGS Publications Warehouse

    Nesmith, Jonathan C. B.; O'Hara, Kevin L.; van Mantgem, Phillip J.; de Valpine, Perry

    2010-01-01

    Prescribed fire is an important tool for fuel reduction, the control of competing vegetation, and forest restoration. The accumulated fuels associated with historical fire exclusion can cause undesirably high tree mortality rates following prescribed fires and wildfires. This is especially true for sugar pine (Pinus lambertiana Douglas), which is already negatively affected by the introduced pathogen white pine blister rust (Cronartium ribicola J.C. Fisch. ex Rabenh). We tested the efficacy of raking away fuels around the base of sugar pine to reduce mortality following prescribed fire in Sequoia and Kings Canyon national parks, California, USA. This study was conducted in three prescribed fires and included 457 trees, half of which had the fuels around their bases raked away to mineral soil to 0.5 m away from the stem. Fire effects were assessed and tree mortality was recorded for three years after prescribed fires. Overall, raking had no detectable effect on mortality: raked trees averaged 30% mortality compared to 36% for unraked trees. There was a significant effect, however, between the interaction of raking and average pre-treatment forest floor fuel depth: the predicted probability of survival of a 50 cm dbh tree was 0.94 vs. 0.96 when average pre-treatment fuel depth was 0 cm for a raked and unraked tree, respectively. When average pre-treatment forest floor fuel depth was 30 cm, the predicted probability of survival for a raked 50 cm dbh tree was 0.60 compared to only 0.07 for an unraked tree. Raking did not affect mortality when fire intensity, measured as percent crown volume scorched, was very low (0% scorch) or very high (>80% scorch), but the raking treatment significantly increased the proportion of trees that survived by 9.6% for trees that burned under moderate fire intensity (1% to 80% scorch). Raking significantly reduced the likelihood of bole charring and bark beetle activity three years post fire. Fuel depth and anticipated fire intensity need to be accounted for to maximize the effectiveness of the treatments. Raking is an important management option to reduce tree mortality from prescribed fire, but is most effective under specific fuel and burning conditions.

  15. Irradiated microstructure of U-10Mo monolithic fuel plate at very high fission density

    NASA Astrophysics Data System (ADS)

    Gan, J.; Miller, B. D.; Keiser, D. D.; Jue, J. F.; Madden, J. W.; Robinson, A. B.; Ozaltun, H.; Moore, G.; Meyer, M. K.

    2017-08-01

    Monolithic U-10Mo alloy fuel plates with Al-6061 cladding are being developed for use in research and test reactors as low enrichment fuel (<20% U-235 enrichment) as a result of its high uranium loading capacity compared to that of U-7Mo dispersion fuel. These fuel plates contain a Zr diffusion barrier between the U-10Mo fuel and Al-6061 cladding that suppresses the interaction between the U-Mo fuel foil and Al alloy cladding that is known to be problematic under irradiation. Different methods have been employed to fabricate monolithic fuel plates, including hot-rolling with no cold-rolling. L1P09T is a hot-rolled fuel plate irradiated to high fission density in the RERTR-9B experiment. This paper discusses the TEM characterization results for this U-10Mo/Zr/Al6061 monolithic fuel plate (∼59% U-235 enrichment) irradiated in Advanced Test Reactor at Idaho National Laboratory with an unprecedented high local fission density of 9.8E+21 fissions/cm3. The calculated fuel foil centerline temperature at the beginning of life and the end of life is 141 and 194 °C, respectively. TEM lamellas were prepared using focus ion beam lift-out technique. The estimated U-Mo fuel swelling, based on the fuel foil thickness change from SEM, is approximately 76%. Large bubbles (>1 μm) are distributed evenly in U-Mo and interlink of these bubbles is evident. The average size of subdivided grains at this fission density appears similar to that at 5.2E+21 fissions/cm3. The measured average Mo and Zr content in the fuel matrix is ∼30 at% and ∼7 at%, respectively, in general agreement with the calculated Mo and Zr from fission density.

  16. Effect of ethanol-gasoline blends on small engine generator energy efficiency and exhaust emission.

    PubMed

    Lin, Wen-Yinn; Chang, Yuan-Yi; Hsieh, You-Ru

    2010-02-01

    This study was focused on fuel energy efficiency and pollution analysis of different ratios of ethanol-gasoline blended fuels (E0, E3, E6, and E9) under different loadings. In this research, the experimental system consisted of a small engine generator, a particulate matter measurement system, and an exhaust gas analyzer system. Different fuels, unleaded gasoline, and ethanol-gasoline blends (E0, E3, E6, and E9) were used to study their effects on the exhaust gas emission and were expressed as thermal efficiency of the small engine generator energy efficiency. The results suggested that particle number concentration increased as the engine loading increased; however, it decreased as the ethanol content in the blend increased. While using E6 as fuel, the carbon monoxide (CO) concentration was less than other fuels (E0, E3, and E9) for each engine loading. The average of CO concentration reduction by using E3, E6, and E9 is 42, 86, and 83%, respectively. Using an ethanol-gasoline blend led to a significant reduction in exhaust emissions by approximately 78.7, 97.5, and 89.46% of the mean average values of hydrocarbons (HCs) with E3, E6, and E9 fuels, respectively, for all engine loadings. Using an ethanol-gasoline blend led to a significant reduction in exhaust emissions by approximately 35, 86, and 77% of the mean average values of nitrogen oxides (NOx) with E3, E6, and E9 fuels, respectively, at each engine loading. The E6 fuel gave the best results of the exhaust emissions, and the E9 fuel gave the best results of the particle emissions and engine performance. The thermal efficiency of the small engine generator increased as the ethanol content in the blend increased and as the engine loading increased.

  17. 40 CFR 600.503-78 - Abbreviations.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... 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 Manufacturer's Average Carbon...

  18. 40 CFR 600.505-78 - Recordkeeping.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... 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 Manufacturer's Average Carbon...

  19. Reduction of air pollutant concentrations in an indoor ice-skating rink

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

    Lee, K.; Yanagisawa, Yukio; Spengler, J.D.

    1994-01-01

    High carbon monoxide and nitrogen dioxide concentrations were measured in an indoor ice-skating rink with fuel-powered ice-resurfacing equipment. In 22% to 33% of the measurements over 90-min segments, CO concentrations exceeded 20 [mu]L/L as a 90-min average in the absence of rink ventilation. Average NO[sub 2] concentrations over 14 h were higher than 600 nL/L. Reduction of air pollutant concentrations in the ice-skating rink is necessary to prevent air-pollutant-exposure-related health incidents. Various methods for reducing air pollutants in an ice-skating rink were evaluated by simultaneously measuring CO and NO[sub 2] concentrations. Single pollution reduction attempts, such as extension of themore » exhaust pipe, reduction in the number of resurfacer operations, or use of an air recirculation system, did not significantly reduce air pollutant concentrations in the rink. Full operation of the mechanical ventilation system combined with reduced resurfacer operation was required to keep the air pollutant levels in the skating rink below the recommended guidelines. This investigation showed that management of clean air quality in an ice-skating rink is practically difficult as long as fuel-powered resurfacing equipment is used. 16 refs., 3 figs., 5 tabs.« less

  20. Exhaust particle characterization for lean and stoichiometric DI vehicles operating on ethanol-gasoline blends

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

    Storey, John Morse; Barone, Teresa L; Thomas, John F

    2012-01-01

    Gasoline direct injection (GDI) engines can offer better fuel economy and higher performance over their port fuel-injected (PFI) counterparts, and are now appearing in increasingly more U.S. and European vehicles. Small displacement, turbocharged GDI engines are replacing large displacement engines, particularly in light-duty trucks and sport utility vehicles, in order for manufacturers to meet the U.S. fuel economy standards for 2016. Furthermore, lean-burn GDI engines can offer even higher fuel economy than stoichiometric GDI engines and have overcome challenges associated with cost-effective aftertreatment for NOx control. Along with changes in gasoline engine technology, fuel composition may increase in ethanol contentmore » beyond the current 10% due to the recent EPA waiver allowing 15% ethanol. In addition, the Renewable Fuels Standard passed as part of the 2007 Energy Independence and Security Act (EISA) mandates the use of biofuels in upcoming years. GDI engines are of environmental concern due to their high particulate matter (PM) emissions relative to port-fuel injected (PFI) gasoline vehicles; widespread market penetration of GDI vehicles may result in additional PM from mobile sources at a time when the diesel contribution is declining. In this study, we characterized particulate emissions from a European certified lean-burn GDI vehicle operating on ethanol-gasoline blends. Particle mass and particle number concentration emissions were measured for the Federal Test Procedure urban driving cycle (FTP 75) and the more aggressive US06 driving cycle. Particle number-size distributions and organic to elemental carbon ratios (OC/EC) were measured for 30 MPH and 80 MPH steady-state operation. In addition, particle number concentration was measured during wide open throttle accelerations (WOTs) and gradual accelerations representative of the FTP 75. Fuels included certification gasoline and 10% (E10) and 20% (E20) ethanol blends from the same supplier. The particle mass emissions were approximately 3 and 7 mg/mile for the FTP75 and US06, respectively, with lower emissions for the ethanol blends. The data are compared to a previous study on a U.S.-legal stoichiometric GDI vehicle operating on the same ethanol blends. The lean-burn GDI vehicle emitted a higher number of particles, but had an overall smaller average size. Particle number per mile decreased with increasing ethanol content for the transient tests. For the 30 and 80 mph tests, particle number concentration decreased with increasing ethanol content, although the shape of the particle size distribution remained the same. Engine-out OC/EC ratios were highest for the stoichiometric GDI vehicle with E20, but tailpipe OC/EC ratios were similar for all vehicles.« less

  1. Distinguishing Petroleum (Crude Oil and Fuel) From Smoke Exposure within Populations Based on the Relative Blood Levels of Benzene, Toluene, Ethylbenzene, and Xylenes (BTEX), Styrene and 2,5-Dimethylfuran by Pattern Recognition Using Artificial Neural Networks.

    PubMed

    Chambers, D M; Reese, C M; Thornburg, L G; Sanchez, E; Rafson, J P; Blount, B C; Ruhl, J R E; De Jesús, V R

    2018-01-02

    Studies of exposure to petroleum (crude oil/fuel) often involve monitoring benzene, toluene, ethylbenzene, xylenes (BTEX), and styrene (BTEXS) because of their toxicity and gas-phase prevalence, where exposure is typically by inhalation. However, BTEXS levels in the general U.S. population are primarily from exposure to tobacco smoke, where smokers have blood levels on average up to eight times higher than nonsmokers. This work describes a method using partition theory and artificial neural network (ANN) pattern recognition to classify exposure source based on relative BTEXS and 2,5-dimethylfuran blood levels. A method using surrogate signatures to train the ANN was validated by comparing blood levels among cigarette smokers from the National Health and Nutrition Examination Survey (NHANES) with BTEXS and 2,5-dimethylfuran signatures derived from the smoke of machine-smoked cigarettes. Classification agreement for an ANN model trained with relative VOC levels was up to 99.8% for nonsmokers and 100.0% for smokers. As such, because there is limited blood level data on individuals exposed to crude oil/fuel, only surrogate signatures derived from crude oil and fuel were used for training the ANN. For the 2007-2008 NHANES data, the ANN model assigned 7 out of 1998 specimens (0.35%) and for the 2013-2014 NHANES data 12 out of 2906 specimens (0.41%) to the crude oil/fuel signature category.

  2. Regulated and unregulated emissions from a diesel engine fueled with biodiesel and biodiesel blended with methanol

    NASA Astrophysics Data System (ADS)

    Cheung, C. S.; Zhu, Lei; Huang, Zhen

    Experiments were carried out on a diesel engine operating on Euro V diesel fuel, pure biodiesel and biodiesel blended with methanol. The blended fuels contain 5%, 10% and 15% by volume of methanol. Experiments were conducted under five engine loads at a steady speed of 1800 rev min -1 to assess the performance and the emissions of the engine associated with the application of the different fuels. The results indicate an increase of brake specific fuel consumption and brake thermal efficiency when the diesel engine was operated with biodiesel and the blended fuels, compared with the diesel fuel. The blended fuels could lead to higher CO and HC emissions than biodiesel, higher CO emission but lower HC emission than the diesel fuel. There are simultaneous reductions of NO x and PM to a level below those of the diesel fuel. Regarding the unregulated emissions, compared with the diesel fuel, the blended fuels generate higher formaldehyde, acetaldehyde and unburned methanol emissions, lower 1,3-butadiene and benzene emissions, while the toluene and xylene emissions not significantly different.

  3. Why CAFE Worked

    DOT National Transportation Integrated Search

    1997-11-01

    The 1975 Energy Policy and Conservation Act established mandatory fuel economy standards for passenger cars and light trucks sold in the U.S. Since that time the Corporate Average Fuel Economy (CAFE) standards have often been criticized as costly, in...

  4. Alternative Fuels Data Center

    Science.gov Websites

    gross vehicle weight limits by a weight equal to the difference between the average weight of the diesel tank and fueling system. The NGV maximum gross weight may not exceed 82,000 pounds. (Reference

  5. Temperature and flow measurements on near-freezing aviation fuels in a wing-tank model

    NASA Technical Reports Server (NTRS)

    Friedman, R.; Stockemer, F. J.

    1980-01-01

    Freezing behavior, pumpability, and temperature profiles for aviation turbine fuels were measured in a 190-liter tank chilled to simulate internal temperature gradients encountered in commercial airplane wing tanks. When the bulk of the fuel was above the specification freezing point, pumpout of the fuel removed all fuel except a layer adhering to the bottom chilled surfaces, and the unpumpable fraction depended on the fuel temperature near these surfaces. When the bulk of the fuel was at or below the freezing point, pumpout ceased when solids blocked the pump inlet, and the unpumpable fraction depended on the overall average temperature.

  6. 78 FR 41703 - Regulation of Fuels and Fuel Additives: Additional Qualifying Renewable Fuel Pathways Under the...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2013-07-11

    ... Refineries. Industry 325193 2869 Ethyl alcohol manufacturing. Industry 325199 2869 Other basic organic... as fertilizer).\\2\\ Therefore in the final rule EPA concluded that since biofuel made from the... showed an average yield of 15 dry tons per acre with no nitrogen fertilizer applied after the first year...

  7. 14 CFR Appendix N to Part 25 - Fuel Tank Flammability Exposure and Reliability Analysis

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... the performance of a flammability reduction means (FRM) if installed. (c) The following definitions... average fuel temperature within the fuel tank or different sections of the tank if the tank is subdivided... the flight time, and the post-flight time is a constant 30 minutes. (c) Flammable. With respect to a...

  8. 14 CFR Appendix N to Part 25 - Fuel Tank Flammability Exposure and Reliability Analysis

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... the performance of a flammability reduction means (FRM) if installed. (c) The following definitions... average fuel temperature within the fuel tank or different sections of the tank if the tank is subdivided... the flight time, and the post-flight time is a constant 30 minutes. (c) Flammable. With respect to a...

  9. 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

  10. 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

  11. 40 CFR Table 3 to Subpart Jjjjjj... - Operating Limits for Boilers With Emission Limits

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... using . . . You must meet these operating limits except during periods of startup and shutdown . . . 1... the injection rate operating limit by 0.5). 5. Any other add-on air pollution control type. This... equal to 10 percent opacity (daily block average). 6. Fuel analysis Maintain the fuel type or fuel...

  12. Thermal Aspects of Using Alternative Nuclear Fuels in Supercritical Water-Cooled Reactors

    NASA Astrophysics Data System (ADS)

    Grande, Lisa Christine

    A SuperCritical Water-cooled Nuclear Reactor (SCWR) is a Generation IV concept currently being developed worldwide. Unique to this reactor type is the use of light-water coolant above its critical point. The current research presents a thermal-hydraulic analysis of a single fuel channel within a Pressure Tube (PT)-type SCWR with a single-reheat cycle. Since this reactor is in its early design phase many fuel-channel components are being investigated in various combinations. Analysis inputs are: steam cycle, Axial Heat Flux Profile (AHFP), fuel-bundle geometry, and thermophysical properties of reactor coolant, fuel sheath and fuel. Uniform and non-uniform AHFPs for average channel power were applied to a variety of alternative fuels (mixed oxide, thorium dioxide, uranium dicarbide, uranium nitride and uranium carbide) enclosed in an Inconel-600 43-element bundle. The results depict bulk-fluid, outer-sheath and fuel-centreline temperature profiles together with the Heat Transfer Coefficient (HTC) profiles along the heated length of fuel channel. The objective is to identify the best options in terms of fuel, sheath material and AHFPS in which the outer-sheath and fuel-centreline temperatures will be below the accepted temperature limits of 850°C and 1850°C respectively. The 43-element Inconel-600 fuel bundle is suitable for SCWR use as the sheath-temperature design limit of 850°C was maintained for all analyzed cases at average channel power. Thoria, UC2, UN and UC fuels for all AHFPs are acceptable since the maximum fuel-centreline temperature does not exceed the industry accepted limit of 1850°C. Conversely, the fuel-centreline temperature limit was exceeded for MOX at all AHFPs, and UO2 for both cosine and downstream-skewed cosine AHFPs. Therefore, fuel-bundle modifications are required for UO2 and MOX to be feasible nuclear fuels for SCWRs.

  13. Thermal property change of MOX and UO2 irradiated up to high burnup of 74 GWd/t

    NASA Astrophysics Data System (ADS)

    Nakae, Nobuo; Akiyama, Hidetoshi; Miura, Hiromichi; Baba, Toshikazu; Kamimura, Katsuichiro; Kurematsu, Shigeru; Kosaka, Yuji; Yoshino, Aya; Kitagawa, Takaaki

    2013-09-01

    Thermal property is important because it controls fuel behavior under irradiation. The thermal property change at high burnup of more than 70 GWd/t is examined. Two kinds of MOX fuel rods, which were fabricated by MIMAS and SBR methods, and one referenced UO2 fuel rod were used in the experiment. These rods were taken from the pre-irradiated rods (IFA 609/626, of which irradiation test were carried out by Japanese PWR group) and re-fabricated and re-irradiated in HBWR as IFA 702 by JNES. The specification of fuel corresponds to that of 17 × 17 PWR type fuel and the axially averaged linear heat rates (LHR) of MOX rods are 25 kW/m (BOL of IFA 702) and 20 kW/m (EOL of IFA 702). The axial peak burnups achieved are about 74 GWd/t for both of MOX and UO2. Centerline temperature and plenum gas pressure were measured in situ during irradiation. The measured centerline temperature is plotted against LHR at the position where thermocouples are fixed. The slopes of MOX are corresponded to each other, but that of UO2 is higher than those of MOX. This implies that the thermal conductivity of MOX is higher than that of UO2 at high burnup under the condition that the pellet-cladding gap is closed during irradiation. Gap closure is confirmed by the metallography of the postirradiation examinations. It is understood that thermal conductivity of MOX is lower than that of UO2 before irradiation since phonon scattering with plutonium in MOX becomes remarkable. A phonon scattering with plutonium decreases in MOX when burnup proceeds. Thus, thermal conductivity of MOX becomes close to that of UO2. A reverse phenomenon is observed at high burnup region. The phonon scattering with fission products such as Nd and Zr causes a degradation of thermal conductivity of burnt fuel. It might be speculated that this scattering effect causes the phenomenon and the mechanism is discussed here.

  14. Monthly Petroleum Product Price Report, October 1981

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

    Not Available

    1981-01-01

    Data are reported on the prices of petroleum products for the period January 1980 through October 1981. The following products are included in the survey: gasoline, diesel fuels, residual fuels, aviation fuels, kerosene, liquefied petroleum gases heating oils, and No. 5 and No. 6 fuel oils. This report provides Congress and the public with information on monthly national weighted average prices for refined petroleum products. The data published are the primary source of price data for refined products for the refining, reselling, and retailing sectors necessary for the Department of Energy (DOE) to execute its role in monitoring prices. Inmore » addition, the data provide the information necessary for Congress, DOE, and the public to perform analyses and projections related to energy supplies, demands, and prices. Price data in this publication were collected from separate surveys. Average prices are derived from a survey of refiners, large resellers and/or retailers, and independent gas plant operators. Data from this monthly survey are available from July 1975. Average No. 2 heating oil prices were derived from a sample survey of refiners, resellers, and retailers who sell heating oil. The geographic coverage for this report is the 50 States and the District of Columbia.« less

  15. 10 CFR 434.603 - Determination of the design energy use.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... Design using the same methods, assumptions, climate data, and simulation tool as were used to establish... reliable local source. During rapid changes in fuel prices it is recommended that an average fuel price for...

  16. 10 CFR 434.603 - Determination of the design energy use.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... Design using the same methods, assumptions, climate data, and simulation tool as were used to establish... reliable local source. During rapid changes in fuel prices it is recommended that an average fuel price for...

  17. The ways of SOFC systems efficiency increasing

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

    Demin, A.K.; Timofeyeva, N.

    1996-04-01

    The efficiency of solid oxide fuel cells (SOFCs) is described. This paper considers methods to lift the fuel utilization and/or the average cell voltage with the goal of increasing the cell efficiency by improved cell designs.

  18. 10 CFR 434.603 - Determination of the design energy use.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... Design using the same methods, assumptions, climate data, and simulation tool as were used to establish... reliable local source. During rapid changes in fuel prices it is recommended that an average fuel price for...

  19. Short-Term Energy Outlook Model Documentation: Petroleum Product Prices Module

    EIA Publications

    2015-01-01

    The petroleum products price module of the Short-Term Energy Outlook (STEO) model is designed to provide U.S. average wholesale and retail price forecasts for motor gasoline, diesel fuel, heating oil, and jet fuel.

  20. Wayne County, NY, municipal vehicle retrofit project - final report.

    DOT National Transportation Integrated Search

    2015-07-01

    Police Departments struggle with both increasing fuel prices and increasing demands for : greater fuel efficiency and lower emissions. According to vehicle manufacturers, an : average of one gallon of gasoline is burned every hour that a vehicles ...

  1. Exhaust after-treatment system with in-cylinder addition of unburnt hydrocarbons

    DOEpatents

    Coleman, Gerald N.; Kesse, Mary L.

    2007-10-30

    Certain exhaust after-treatment devices, at least periodically, require the addition of unburnt hydrocarbons in order to create reductant-rich exhaust conditions. The present disclosure adds unburnt hydrocarbons to exhaust from at least one combustion chamber by positioning, at least partially within a combustion chamber, a mixed-mode fuel injector operable to inject fuel into the combustion chamber in a first spray pattern with a small average angle relative to a centerline of the combustion chamber and a second spray pattern with a large average angle relative to the centerline of the combustion chamber. An amount of fuel is injected in the first spray pattern into a non-combustible environment within the at least one combustion chamber during at least one of an expansion stroke and exhaust stroke. The exhaust with the unburnt amount of fuel is moved into an exhaust passage via an exhaust valve.

  2. Axially staged combustion system for a gas turbine engine

    DOEpatents

    Bland, Robert J [Oviedo, FL

    2009-12-15

    An axially staged combustion system is provided for a gas turbine engine comprising a main body structure having a plurality of first and second injectors. First structure provides fuel to at least one of the first injectors. The fuel provided to the one first injector is adapted to mix with air and ignite to produce a flame such that the flame associated with the one first injector defines a flame front having an average length when measured from a reference surface of the main body structure. Each of the second injectors comprising a section extending from the reference surface of the main body structure through the flame front and having a length greater than the average length of the flame front. Second structure provides fuel to at least one of the second injectors. The fuel passes through the one second injector and exits the one second injector at a location axially spaced from the flame front.

  3. Sustained Recycle in Light Water and Sodium-Cooled Reactors

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

    Steven J. Piet; Samuel E. Bays; Michael A. Pope

    2010-11-01

    From a physics standpoint, it is feasible to sustain recycle of used fuel in either thermal or fast reactors. This paper examines multi-recycle potential performance by considering three recycling approaches and calculating several fuel cycle parameters, including heat, gamma, and neutron emission of fresh fuel; radiotoxicity of waste; and uranium utilization. The first recycle approach is homogeneous mixed oxide (MOX) fuel assemblies in a light water reactor (LWR). The transuranic portion of the MOX was varied among Pu, NpPu, NpPuAm, or all-TRU. (All-TRU means all isotopes through Cf-252.) The Pu case was allowed to go to 10% Pu in freshmore » fuel, but when the minor actinides were included, the transuranic enrichment was kept below 8% to satisfy the expected void reactivity constraint. The uranium portion of the MOX was enriched uranium. That enrichment was increased (to as much as 6.5%) to keep the fuel critical for a typical LWR irradiation. The second approach uses heterogeneous inert matrix fuel (IMF) assemblies in an LWR - a mix of IMF and traditional UOX pins. The uranium-free IMF fuel pins were Pu, NpPu, NpPuAm, or all-TRU. The UOX pins were limited to 4.95% U-235 enrichment. The number of IMF pins was set so that the amount of TRU in discharged fuel from recycle N (from both IMF and UOX pins) was made into the new IMF pins for recycle N+1. Up to 60 of the 264 pins in a fuel assembly were IMF. The assembly-average TRU content was 1-6%. The third approach uses fast reactor oxide fuel in a sodium-cooled fast reactor with transuranic conversion ratio of 0.50 and 1.00. The transuranic conversion ratio is the production of transuranics divided by destruction of transuranics. The FR at CR=0.50 is similar to the CR for the MOX case. The fast reactor cases had a transuranic content of 33-38%, higher than IMF or MOX.« less

  4. Emission factors of SO2, NOx and particles from ships in Neva Bay from ground-based and helicopter-borne measurements and AIS-based modeling

    NASA Astrophysics Data System (ADS)

    Beecken, J.; Mellqvist, J.; Salo, K.; Ekholm, J.; Jalkanen, J.-P.; Johansson, L.; Litvinenko, V.; Volodin, K.; Frank-Kamenetsky, D. A.

    2015-05-01

    Emission factors of SO2, NOx and size-distributed particle numbers were measured for approximately 300 different ships in the Gulf of Finland and Neva Bay area during two campaigns in August/September 2011 and June/July 2012. The measurements were carried out from a harbor vessel and from an Mi-8 helicopter downwind of passing ships. Other measurements were carried out from shore sites near the island of Kronstadt and along the Neva River in the urban area of Saint Petersburg. Most ships were running at reduced speed (10 kn), i.e., not at their optimal load. Vessels for domestic and international shipping were monitored. It was seen that the distribution of the SO2 emission factors is bi-modal, with averages of 4.6 and 18.2 gSO2 kgfuel-1 for the lower and the higher mode, respectively. The emission factors show compliance with the 1% fuel sulfur content Sulfur Emission Control Areas (SECA) limit for 90% of the vessels in 2011 and 97% in 2012. The distribution of the NOx emission factor is mono-modal, with an average of 58 gNOx kgfuel-1. The corresponding emission related to the generated power yields an average of 12.1 gNOx kWh-1. The distribution of the emission factors for particulate number shows that nearly 90% of all particles in the 5.6 nm to 10 μm size range were below 70 nm in diameter. The distribution of the corresponding emission factors for the mass indicates two separated main modes, one for particles between 30 and 300 nm and the other for above 2 μm. The average particle emission factors were found to be in the range from 0.7 to 2.7 × 1016 particles kgfuel-1 and 0.2 to 3.4 gPM kgfuel-1, respectively. The NOx and particulate emissions are comparable with other studies. The measured emission factors were compared, for individual ships, to modeled ones using the Ship Traffic Emission Assessment Model (STEAM) of the Finnish Meteorological Institute. A reasonably good agreement for gaseous sulfur and nitrogen emissions can be seen for ships in international traffic, but significant deviations are found for inland vessels. Regarding particulate mass, the values of the modeled data are about 2-3 times higher than the measured results, which probably reflects the assumptions made in the modeled fuel sulfur content. The sulfur contents in the fuel retrieved from the measurements were lower than the previously used assumptions by the City of Saint Petersburg when carrying out atmospheric modeling, and using these measurements it was possible to better assess the impact of shipping on air quality.

  5. Application of wildfire simulation models for risk analysis

    NASA Astrophysics Data System (ADS)

    Ager, A.; Finney, M.

    2009-04-01

    Wildfire simulation models are being widely used by fire and fuels specialists in the U.S. to support tactical and strategic decisions related to the mitigation of wildfire risk. Much of this application has resulted from the development of a minimum travel time (MTT) fire spread algorithm (M. Finney) that makes it computationally feasible to simulate thousands of fires and generate burn probability and intensity maps over large areas (10,000 - 2,000,000 ha). The MTT algorithm is parallelized for multi-threaded processing and is imbedded in a number of research and applied fire modeling applications. High performance computers (e.g., 32-way 64 bit SMP) are typically used for MTT simulations, although the algorithm is also implemented in the 32 bit desktop FlamMap3 program (www.fire.org). Extensive testing has shown that this algorithm can replicate large fire boundaries in the heterogeneous landscapes that typify much of the wildlands in the western U.S. In this paper, we describe the application of the MTT algorithm to understand spatial patterns of burn probability (BP), and to analyze wildfire risk to key human and ecological values. The work is focused on a federally-managed 2,000,000 ha landscape in the central interior region of Oregon State, USA. The fire-prone study area encompasses a wide array of topography and fuel types and a number of highly valued resources that are susceptible to fire. We quantitatively defined risk as the product of the probability of a fire and the resulting consequence. Burn probabilities at specific intensity classes were estimated for each 100 x 100 m pixel by simulating 100,000 wildfires under burn conditions that replicated recent severe wildfire events that occurred under conditions where fire suppression was generally ineffective (97th percentile, August weather). We repeated the simulation under milder weather (70th percentile, August weather) to replicate a "wildland fire use scenario" where suppression is minimized to manage fires for fuel reduction. The average BP was calculated for these scenarios to examine variation within and among a number of key designated management units, including forest-urban interface, conservation areas, protected species habitat, municipal watersheds, recreation areas, and others. To quantify risk, we developed a number of loss-benefit functions using fire effects models that relate fire intensity to tree mortality and biomass consumption. We used these relationships to measure the change in highly-valued old forest, designated wildlife conservation areas, aboveground carbon, surface fuels, and other wildland values. The loss-benefit functions were then coupled with BP's for different intensity classes to estimate expected value change (risk) for each pixel. For a subset of the study area we also measured the change in risk from fuels management for selected resources. Estimates of BP, excluding non burnable fuels (water, rock), fro the simulations ranged from 0.00001 to 0.026 within the study area, with a mean value of 0.007. In comparison, the annual burn probability estimated from fire occurrence data within the study area (1910 - 2003) was 0.0022. The estimate from simulations represents the average probability of a random pixel burning from a single large fire that escapes suppression, hence some difference is expected. Variation in BP among designated conservation and fire protection units was relatively large and illustrated spatial differences in wildfire likelihood among highly values resources. For instance, among the 130 different forest-urban interface areas, average BP varied from 0.0001 to 0.02. Average BP for nesting sites used by the endangered Northern spotted owl averaged 0.04 and varied from 0.001 to 0.01. The marginal BP's for high fire intensities was higher for many of the conservation areas compared the surrounding managed forest. Conservation areas that were located on the lee side of non-burnable fuels such as lava flows and lakes showed markedly reduced BP. When wildfire probabilities were combined with habitat loss functions for the Northern spotted owl, we observed expected loss from a random wildfire event ranging from 0.0 to 9.4% with a mean value of 1.5%. Expected loss was strongly correlated with BP for owl habitat, apparently because fires at very low intensities caused understory mortality and reduced stand canopy closure below minimum levels. The effect of simulating strategic fuel treatments on a subunit of the area resulted in significant decrease in expected loss of owl habitat. The effect of changing weather from a severe to mild (97th to 70th) percentile weather resulted in a dramatic 8-fold drop in BP and reduced the average wildfire size. However, the reduction was not uniform with the departures well correlated with specific fuel models. In total, this work demonstrated the application of wildfire spread models to quantitative risk assessment for fuels management on federally-managed lands in the U.S. The analyses revealed spatial variation in BP that is useful in prioritizing fuels treatments and guiding other wildfire mitigation activities. The work also illuminated the conflict between biodiversity conservation efforts on federally-managed lands and the high wildfire risk on fire-prone landscapes.

  6. Assessing the impacts of ethanol and isobutanol on gaseous and particulate emissions from flexible fuel vehicles.

    PubMed

    Karavalakis, Georgios; Short, Daniel; Russell, Robert L; Jung, Heejung; Johnson, Kent C; Asa-Awuku, Akua; Durbin, Thomas D

    2014-12-02

    This study investigated the effects of higher ethanol blends and an isobutanol blend on the criteria emissions, fuel economy, gaseous toxic pollutants, and particulate emissions from two flexible-fuel vehicles equipped with spark ignition engines, with one wall-guided direct injection and one port fuel injection configuration. Both vehicles were tested over triplicate Federal Test Procedure (FTP) and Unified Cycles (UC) using a chassis dynamometer. Emissions of nonmethane hydrocarbons (NMHC) and carbon monoxide (CO) showed some statistically significant reductions with higher alcohol fuels, while total hydrocarbons (THC) and nitrogen oxides (NOx) did not show strong fuel effects. Acetaldehyde emissions exhibited sharp increases with higher ethanol blends for both vehicles, whereas butyraldehyde emissions showed higher emissions for the butanol blend relative to the ethanol blends at a statistically significant level. Particulate matter (PM) mass, number, and soot mass emissions showed strong reductions with increasing alcohol content in gasoline. Particulate emissions were found to be clearly influenced by certain fuel parameters including oxygen content, hydrogen content, and aromatics content.

  7. Irradiated microstructure of U-10Mo monolithic fuel plate at very high fission density

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

    Gan, J.; Miller, B. D.; Keiser, D. D.

    Monolithic U-10Mo alloy fuel plates with Al-6061 cladding are being developed for use in research and test reactors as low enrichment fuel (< 20% U-235 enrichment) as a result of its high uranium loading capacity compared to that of U-7Mo dispersion fuel. These fuel plates contain a Zr diffusion barrier between the U-10Mo fuel and Al-6061 cladding that suppresses the interaction between the U-Mo fuel foil and Al alloy cladding that is known to be problematic under irradiation. This paper discusses the TEM results of the U-10Mo/Zr/Al6061 monolithic fuel plate (Plate ID: L1P09T, ~ 59% U-235 enrichment) irradiated in Advancedmore » Test Reactor at Idaho National Laboratory as part of RERTR-9B irradiation campaign with an unprecedented high local fission density of 9.8E+21 fissions/cm3. The calculated fuel foil centerline temperature at the beginning of life and the end of life is 141 and 194 C, respectively. A total of 5 TEM lamellas were prepared using focus ion beam lift-out technique. The estimated U-Mo fuel swelling, based on the fuel foil thickness change from SEM, is approximately 76%. Large bubbles (> 1 µm) are distributed evenly in U-Mo and interlink of these bubbles is evident. The average size of subdivided grains at this fission density appears similar to that at 5.2E+21 fissions/cm3. The measured average Mo and Zr content in the fuel matrix is ~ 30 at% and ~ 7 at%, respectively, in general agreement with the calculated Mo and Zr from fission density.« less

  8. Enhancement of polycyclic aromatic hydrocarbons in estuarine invertebrates by surface runoff at a decommissioned military fuel depot

    USGS Publications Warehouse

    Miles, A.K.; Roster, N.

    1999-01-01

    Accumulation of polycyclic aromatic hydrocarbons (PAHs) was determined in blue mussels (Mytilus spp.) and shore crabs (Hemigrapsus sp.) at a recently closed military fuel depot in central San Francisco Bay, California. In April 1996, during a period of above average precipitation, specimens were collected at the depot, near the depot, and at sites 10 and 20 km south of the depot. Four weeks after the rains ended, blue mussels were again collected at the depot, and at two additional sites in the central Bay region. In April, total PAHs in mussels from the depot were significantly higher only than that in mussels collected 20 km from the depot; however, seven specific, substituted PAHs were higher at the depot than at all other sites. In June, only two of the 38 PAHs common in mussels in April were detected at the depot; these concentrations were comparable to ambient concentrations in mussels at the Bay. It seemed that bioavailability of PAHs at the depot was enhanced by rainfall, probably due to the mobilization of PAHs via groundwater into the Bay. Concentrations in mussels from chronically contaminated sites were about five times higher than mussels collected from the depot. Low PAH concentrations were detected in shore crabs near the depot, and the highest levels were not associated with the depot. Observed PAH concentrations are discussed in relation to upper trophic organisms.

  9. 40 CFR Table 1 to Subpart Uuu of... - Metal HAP Emission Limits for Catalytic Cracking Units

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... incinerator or waste heat boiler in which you burn auxiliary or in supplemental liquid or solid fossil fuel... fossil fuel; and the opacity of emissions must not exceed 30 percent, except for one 6-minute average... burn auxiliary or supplemental liquid or solid fossil fuel, the incremental rate of PM must not exceed...

  10. 40 CFR Table 1 to Subpart Uuu of... - Metal HAP Emission Limits for Catalytic Cracking Units

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... incinerator or waste heat boiler in which you burn auxiliary or in supplemental liquid or solid fossil fuel... fossil fuel; and the opacity of emissions must not exceed 30 percent, except for one 6-minute average... burn auxiliary or supplemental liquid or solid fossil fuel, the incremental rate of PM must not exceed...

  11. 40 CFR Appendix A to Part 191 - Table for Subpart B

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... amount of spent nuclear fuel containing 1,000 metric tons of heavy metal (MTHM) exposed to a burnup between 25,000 megawatt-days per metric ton of heavy metal (MWd/MTHM) and 40,000 MWd/MTHM; (b) The high... heavy metal in the reactor fuel that created the waste, or to determine the average burnup that the fuel...

  12. 40 CFR Appendix A to Part 191 - Table for Subpart B

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... amount of spent nuclear fuel containing 1,000 metric tons of heavy metal (MTHM) exposed to a burnup between 25,000 megawatt-days per metric ton of heavy metal (MWd/MTHM) and 40,000 MWd/MTHM; (b) The high... heavy metal in the reactor fuel that created the waste, or to determine the average burnup that the fuel...

  13. 40 CFR Appendix A to Part 191 - Table for Subpart B

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... amount of spent nuclear fuel containing 1,000 metric tons of heavy metal (MTHM) exposed to a burnup between 25,000 megawatt-days per metric ton of heavy metal (MWd/MTHM) and 40,000 MWd/MTHM; (b) The high... heavy metal in the reactor fuel that created the waste, or to determine the average burnup that the fuel...

  14. 40 CFR Appendix A to Part 191 - Table for Subpart B

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... amount of spent nuclear fuel containing 1,000 metric tons of heavy metal (MTHM) exposed to a burnup between 25,000 megawatt-days per metric ton of heavy metal (MWd/MTHM) and 40,000 MWd/MTHM; (b) The high... heavy metal in the reactor fuel that created the waste, or to determine the average burnup that the fuel...

  15. 40 CFR Appendix A to Part 191 - Table for Subpart B

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... amount of spent nuclear fuel containing 1,000 metric tons of heavy metal (MTHM) exposed to a burnup between 25,000 megawatt-days per metric ton of heavy metal (MWd/MTHM) and 40,000 MWd/MTHM; (b) The high... heavy metal in the reactor fuel that created the waste, or to determine the average burnup that the fuel...

  16. 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

  17. 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

  18. Predicting surface fuel models and fuel metrics using lidar and CIR imagery in a dense mixed conifer forest

    Treesearch

    Marek K. Jakubowksi; Qinghua Guo; Brandon Collins; Scott Stephens; Maggi Kelly

    2013-01-01

    We compared the ability of several classification and regression algorithms to predict forest stand structure metrics and standard surface fuel models. Our study area spans a dense, topographically complex Sierra Nevada mixed-conifer forest. We used clustering, regression trees, and support vector machine algorithms to analyze high density (average 9 pulses/m

  19. Economic value of U.S. fossil fuel electricity health impacts.

    PubMed

    Machol, Ben; Rizk, Sarah

    2013-02-01

    Fossil fuel energy has several externalities not accounted for in the retail price, including associated adverse human health impacts, future costs from climate change, and other environmental damages. Here, we quantify the economic value of health impacts associated with PM(2.5) and PM(2.5) precursors (NO(x) and SO(2)) on a per kilowatt hour basis. We provide figures based on state electricity profiles, national averages and fossil fuel type. We find that the economic value of improved human health associated with avoiding emissions from fossil fuel electricity in the United States ranges from a low of $0.005-$0.013/kWh in California to a high of $0.41-$1.01/kWh in Maryland. When accounting for the adverse health impacts of imported electricity, the California figure increases to $0.03-$0.07/kWh. Nationally, the average economic value of health impacts associated with fossil fuel usage is $0.14-$0.35/kWh. For coal, oil, and natural gas, respectively, associated economic values of health impacts are $0.19-$0.45/kWh, $0.08-$0.19/kWh, and $0.01-$0.02/kWh. For coal and oil, these costs are larger than the typical retail price of electricity, demonstrating the magnitude of the externality. When the economic value of health impacts resulting from air emissions is considered, our analysis suggests that on average, U.S. consumers of electricity should be willing to pay $0.24-$0.45/kWh for alternatives such as energy efficiency investments or emission-free renewable sources that avoid fossil fuel combustion. The economic value of health impacts is approximately an order of magnitude larger than estimates of the social cost of carbon for fossil fuel electricity. In total, we estimate that the economic value of health impacts from fossil fuel electricity in the United States is $361.7-886.5 billion annually, representing 2.5-6.0% of the national GDP. Published by Elsevier Ltd.

  20. 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

  1. Preliminary Design Study of Medium Sized Gas Cooled Fast Reactor with Natural Uranium as Fuel Cycle Input

    NASA Astrophysics Data System (ADS)

    Meriyanti, Su'ud, Zaki; Rijal, K.; Zuhair, Ferhat, A.; Sekimoto, H.

    2010-06-01

    In this study a fesibility design study of medium sized (1000 MWt) gas cooled fast reactors which can utilize natural uranium as fuel cycle input has been conducted. Gas Cooled Fast Reactor (GFR) is among six types of Generation IV Nuclear Power Plants. GFR with its hard neuron spectrum is superior for closed fuel cycle, and its ability to be operated in high temperature (850° C) makes various options of utilizations become possible. To obtain the capability of consuming natural uranium as fuel cycle input, modified CANDLE burn-up scheme[1-6] is adopted this GFR system by dividing the core into 10 parts of equal volume axially. Due to the limitation of thermal hydraulic aspects, the average power density of the proposed design is selected about 70 W/cc. As an optimization results, a design of 1000 MWt reactors which can be operated 10 years without refueling and fuel shuffling and just need natural uranium as fuel cycle input is discussed. The average discharge burn-up is about 280 GWd/ton HM. Enough margin for criticallity was obtained for this reactor.

  2. 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.

  3. Analysis of chitin particle size on maximum power generation, power longevity, and Coulombic efficiency in solid-substrate microbial fuel cells

    NASA Astrophysics Data System (ADS)

    Rezaei, Farzaneh; Richard, Tom L.; Logan, Bruce E.

    Microbial fuel cells (MFCs) produce bioelectricity from a wide variety of organic and inorganic substrates. Chitin can be used as a slowly degrading substrate in MFCs and thus as a long-term fuel to sustain power by these devices in remote locations. However, little is known about the effects of particle size on power density and length of the power cycle (longevity). We therefore examined power generation from chitin particles sieved to produce three average particle sizes (0.28, 0.46 and 0.78 mm). The longevity increased from 9 to 33 days with an increase in the particle diameter from 0.28 to 0.78 mm. Coulombic efficiency also increased with particle size from 18% to 56%. The maximum power density was lower for the largest (0.78 mm) particles (176 mW m -2), with higher power densities for the 0.28 mm (272 mW m -2) and 0.46 mm (252 mW m -2) particle sizes. The measured lifetimes of these particles scaled with particle diameter to the 1.3 power. Application of a fractal dissolution model indicates chitin particles had a three-dimensional fractal dimension between 2 and 2.3. These results demonstrate particles can be used as a sustainable fuel in MFCs, but that particle sizes will need to be controlled to achieve desired power levels.

  4. Comprehensive chemical comparison of fuel composition and aerosol particles emitted from a ship diesel engine by gas chromatography atmospheric pressure chemical ionisation ultra-high resolution mass spectrometry with improved data processing routines.

    PubMed

    Rüger, Christopher P; Schwemer, Theo; Sklorz, Martin; O'Connor, Peter B; Barrow, Mark P; Zimmermann, Ralf

    2017-02-01

    The analysis of petrochemical materials and particulate matter originating from combustion sources remains a challenging task for instrumental analytical techniques. A detailed chemical characterisation is essential for addressing health and environmental effects. Sophisticated instrumentation, such as mass spectrometry coupled with chromatographic separation, is capable of a comprehensive characterisation, but needs advanced data processing methods. In this study, we present an improved data processing routine for the mass chromatogram obtained from gas chromatography hyphenated to atmospheric pressure chemical ionisation and ultra high resolution mass spectrometry. The focus of the investigation was the primary combustion aerosol samples, i.e. particulate matter extracts, as well as the corresponding fossil fuels fed to the engine. We demonstrate that utilisation of the entire transient and chromatographic information results in advantages including minimisation of ionisation artefacts and a reliable peak assignment. A comprehensive comparison of the aerosol and the feed fuel was performed by applying intensity weighted average values, compound class distribution and principle component analysis. Certain differences between the aerosol generated with the two feed fuels, diesel fuel and heavy fuel oil, as well as between the aerosol and the feed were revealed. For the aerosol from heavy fuel oil, oxidised species from the CHN and CHS class precursors of the feed were predominant, whereas the CHO x class is predominant in the combustion aerosol from light fuel oil. Furthermore, the complexity of the aerosol increases significantly compared to the feed and incorporating a higher chemical space. Coupling of atmospheric pressure chemical ionisation to gas chromatography was found to be a useful additional approach for characterisation of a combustion aerosol, especially with an automated utilisation of the information from the ultra-high resolution mass spectrometer and the chromatographic separation.

  5. REACTOR

    DOEpatents

    Roman, W.G.

    1961-06-27

    A pressurized water reactor in which automatic control is achieved by varying the average density of the liquid moderator-cooiant is patented. Density is controlled by the temperature and power level of the reactor ftself. This control can be effected by the use of either plate, pellet, or tubular fuel elements. The fuel elements are disposed between upper and lower coolant plenum chambers and are designed to permit unrestricted coolant flow. The control chamber has an inlet opening communicating with the lower coolant plenum chamber and a restricted vapor vent communicating with the upper coolant plenum chamber. Thus, a variation in temperature of the fuel elements will cause a variation in the average moderator density in the chamber which directly affects the power level of the reactor.

  6. Determination of neutron multiplication coefficients for fuel elements irradiated by spallation neutrons

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

    Bhatia, Chitra; Kumar, V.

    2010-02-15

    A neutron multiplication coefficient, k{sub eff}, has been estimated for spallation neutron flux using the data of spectrum average cross sections of all absorption, fission, and nonelastic reaction channels of {sup 232}Th, {sup 238}U, {sup 235}U, and {sup 233}U fuel elements. It has been revealed that in spallation neutron flux (i) nonfission, nonabsorption reactions play an important role in the calculation of k{sub eff}, (ii) one can obtain a high value of k{sub eff} even for fertile {sup 232}Th fuel, which is hardly possible in a conventional fast reactor, and (iii) spectrum average absorption cross sections of neutron poisons ofmore » a conventional reactor are relatively very small.« less

  7. Monthly petroleum product price report, November 1981

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

    Not Available

    1982-03-03

    This report provides Congress and the public with information on monthly national weighted average prices for refined petroleum products (motor gasoline, diesel fuels, residual fuel oils, aviation fuels, kerosene, petrochemical feedstocks, heating oils, and liquefied petroleum gases). The data published are the primary source of price data for refined products for the refining, reselling, and retailing sectors necessary for the Department of Energy to execute its role in monitoring prices. In addition, the data provide the information necessary for Congress, DOE, and the public to perform analyses and projections related to energy supplies, demands, and prices. Price data in thismore » publication were collected from separate surveys. Average prices are derived from a survey of refiners, large resellers and/or retailers, and independent gas plant operators. Data from this monthly survey are available from July 1975. Average No. 2 heating oil prices were derived from a sample survey of refiners, resellers, and retailers who sell heating oil. The geographic coverage for this report is the 50 states and the District of Columbia.« less

  8. Monthly petroleum product price report, December 1981

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

    Not Available

    1982-03-30

    This report provides Congress and the public with information on monthly national weighted average prices for refined petroleum products (motor gasoline, diesel fuels, residual fuel oils, aviation fuels, kerosene, petrochemical feedstocks, heating oils, and liquefied petroleum gases). The data published are the primary source of price data for refined products for the refining, reselling, and retailing sectors necessary for the Department of Energy to execute its role in monitoring prices. In addition, the data provide the information necessary for Congress, DOE, and the public to perform analyses and projections related to energy supplies, demands, and prices. Price data in thismore » publication were collected from separate surveys. Average prices are derived from a survey of refiners, large resellers and/or retailers, and independent gas plant operators. Data from this monthly survey are available from July 1975. Average No. 2 heating oil prices were derived from a sample survey of refiners, resellers, and retailers who sell heating oil. The geographic coverage for this report is the 50 states and the District of Columbia.« less

  9. Some methods for achieving more efficient performance of fuel assemblies

    NASA Astrophysics Data System (ADS)

    Boltenko, E. A.

    2014-07-01

    More efficient operation of reactor plant fuel assemblies can be achieved through the use of new technical solutions aimed at obtaining more uniform distribution of coolant over the fuel assembly section, more intense heat removal on convex heat-transfer surfaces, and higher values of departure from nucleate boiling ratio (DNBR). Technical solutions using which it is possible to obtain more intense heat removal on convex heat-transfer surfaces and higher DNBR values in reactor plant fuel assemblies are considered. An alternative heat removal arrangement is described using which it is possible to obtain a significantly higher power density in a reactor plant and essentially lower maximal fuel rod temperature.

  10. Measurement of black carbon emissions from in-use diesel-electric passenger locomotives in California

    NASA Astrophysics Data System (ADS)

    Tang, N. W.; Kirchstetter, T.; Martien, P. T.; Apte, J.

    2015-12-01

    Black carbon (BC) emission factors were measured for a California commuter rail line fleet of diesel-electric passenger locomotives (Caltrain). The emission factors are based on BC and carbon dioxide (CO2) concentrations in the exhaust plumes of passing locomotives, which were measured from pedestrian overpasses using portable analyzers. Each of the 29 locomotives in the fleet was sampled on 4-20 separate occasions at different locations to characterize different driving modes. The average emission factor expressed as g BC emitted per kg diesel consumed was 0.87 ± 0.66 g kg-1 (±1 standard deviation, n = 362 samples). BC emission factors tended to be higher for accelerating locomotives traveling at higher speeds with engines in higher notch settings. Higher fuel-based BC emission factors (g kg-1) were measured for locomotives equipped with separate "head-end" power generators (SEP-HEPs), which power the passenger cars, while higher time-based emission factors (g h-1) were measured for locomotives without SEP-HEPs, whose engines are continuously operated at high speeds to provide both head-end and propulsion power. PM10 emission factors, estimated assuming a BC/PM10 emission ratio of 0.6 and a typical power output-to-fuel consumption ratio, were generally in line with the Environmental Protection Agency's locomotive exhaust emission standards. Per passenger mile, diesel-electric locomotives in this study emit only 20% of the CO2 emitted by typical gasoline-powered light-duty vehicles (i.e., cars). However, the reduction in carbon footprint (expressed in terms of CO2 equivalents) due to CO2 emissions avoidance from a passenger commuting by train rather than car is appreciably offset by the locomotive's higher BC emissions.

  11. Measurement of black carbon emissions from in-use diesel-electric passenger locomotives in California

    NASA Astrophysics Data System (ADS)

    Tang, Nicholas W.; Apte, Joshua S.; Martien, Philip T.; Kirchstetter, Thomas W.

    2015-08-01

    Black carbon (BC) emission factors were measured for a California commuter rail line fleet of diesel-electric passenger locomotives (Caltrain). The emission factors are based on BC and carbon dioxide (CO2) concentrations in the exhaust plumes of passing locomotives, which were measured from pedestrian overpasses using portable analyzers. Each of the 29 locomotives in the fleet was sampled on 4-20 separate occasions at different locations to characterize different driving modes. The average emission factor expressed as g BC emitted per kg diesel consumed was 0.87 ± 0.66 g kg-1 (±1 standard deviation, n = 362 samples). BC emission factors tended to be higher for accelerating locomotives traveling at higher speeds with engines in higher notch settings. Higher fuel-based BC emission factors (g kg-1) were measured for locomotives equipped with separate ;head-end; power generators (SEP-HEPs), which power the passenger cars, while higher time-based emission factors (g h-1) were measured for locomotives without SEP-HEPs, whose engines are continuously operated at high speeds to provide both head-end and propulsion power. PM10 emission factors, estimated assuming a BC/PM10 emission ratio of 0.6 and a typical power output-to-fuel consumption ratio, were generally in line with the Environmental Protection Agency's locomotive exhaust emission standards. Per passenger mile, diesel-electric locomotives in this study emit only 20% of the CO2 emitted by typical gasoline-powered light-duty vehicles (i.e., cars). However, the reduction in carbon footprint (expressed in terms of CO2 equivalents) due to CO2 emissions avoidance from a passenger commuting by train rather than car is appreciably offset by the locomotive's higher BC emissions.

  12. Systems Performance Analyses of Alaska Wind-Diesel Projects; St. Paul, Alaska (Fact Sheet)

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

    Baring-Gould, I.

    2009-04-01

    This fact sheet summarizes a systems performance analysis of the wind-diesel project in St. Paul, Alaska. Data provided for this project include load data, average wind turbine output, average diesel plant output, dump (controlling) load, average net capacity factor, average net wind penetration, estimated fuel savings, and wind system availability.

  13. Effect of tank diameter on thermal behavior of gasoline and diesel storage tanks fires.

    PubMed

    Leite, Ricardo Machado; Centeno, Felipe Roman

    2018-01-15

    Studies on fire behavior are extremely important as they contribute in a firefighting situation or even to avoid such hazard. Experimental studies of fire in real scale are unfeasible, implying that reduced-scale experiments must be performed, and results extrapolated to the range of interest. This research aims to experimentally study the fire behavior in tanks of 0.04m, 0.20m, 0.40m, 0.80m and 4.28m diameter, burning regular gasoline or diesel oil S-500. The following parameters were here obtained: burning rates, burning velocities, heat release rates, flame heights, and temperature distributions adjacent to the tank. Such parameters were obtained for each tank diameter with the purpose of correlating the results and understanding the relationship of each parameter for the different geometrical scale of the tanks. Asymptotic results for larger tanks were found as (regular gasoline and diesel oil S-500, respectively): burning rates 0.050kg/(m 2 s) and 0.031kg/(m 2 s), burning velocities 4.0mm/min and 2.5mm/min, heat release rates per unit area 2200kW/m 2 and 1500kW/m 2 , normalized averaged flame heights (H i /D, where H i is the average flame height, D is the tank diameter) 0.9 and 0.8. Maximum temperatures for gasoline pools were higher than for diesel oil pools, and temperature gradients close to the tanks were also higher for the former fuel. The behavior of the maximum temperature was correlated as a function of the tank diameter, the heat release rate of each fuel and the dimensionless distance from the tank. Copyright © 2017 Elsevier B.V. All rights reserved.

  14. Diurnal profiles of isoprene, methacrolein and methyl vinyl ketone at an urban site in Hong Kong

    NASA Astrophysics Data System (ADS)

    Cheung, K.; Guo, H.; Ou, J. M.; Simpson, I. J.; Barletta, B.; Meinardi, S.; Blake, D. R.

    2014-02-01

    Methacrolein (MACR) and methyl vinyl ketone (MVK) are major oxidation products of isoprene, but they also have primary emissions in urban environments, for example from fuel use. To examine whether MACR and MVK could be used as a direct measurement of the oxidation rate of isoprene in an urban setting, the diurnal variations of isoprene, MACR and MVK were characterized at an urban site in Hong Kong from September to November, 2010. Ozone (O3), carbon monoxide (CO), sulfur dioxide (SO2), and nitrogen oxides (NOx) were simultaneously monitored. The average isoprene mixing ratio was 252 ± 204 pptv, with a bell-shaped distribution observed on most sampling days. Higher levels of isoprene were recorded in the beginning of the sampling period, when the temperature was higher. The average mixing ratios of MACR and MVK were 101 ± 85 pptv and 175 ± 131 pptv, respectively. While isoprene, MACR and MVK experienced peak concentrations from 11 a.m. to 3 p.m., increased levels of MACR and MVK during the morning rush hour did not coincide with isoprene. The low associations between isoprene and MACR/MVK suggest that either MACR/MVK were not formed from local isoprene oxidation and/or they could partly originate from primary emissions such as fuel evaporation or combustion. Statistical analyses of linear regression and positive matrix factorization revealed that approximately 20-29% of the measured MACR and MVK was associated with biogenic emissions, and 55-71% was impacted by vehicular emissions, particularly during morning rush hours. Since MACR and MVK originated from both primary emissions and biogenic emissions at this urban site, they can therefore overestimate the actual rate of isoprene oxidation and its contribution to O3 production in urban areas with strong primary emissions.

  15. Trends of jet fuel demand and properties

    NASA Technical Reports Server (NTRS)

    Friedman, R.

    1984-01-01

    Petroleum industry forecasts predict an increasing demand for jet fuels, a decrease in the gasoline-to-distillate (heavier fuel) demand ratio, and a greater influx of poorer quality petroleum in the next two to three decades. These projections are important for refinery product analyses. The forecasts have not been accurate, however, in predicting the recent, short term fluctuations in jet fuel and competing product demand. Changes in petroleum quality can be assessed, in part, by a review of jet fuel property inspections. Surveys covering the last 10 years show that average jet fuel freezing points, aromatic contents, and smoke points have trends toward their specification limits.

  16. Sampling, characterisation and processing of solid recovered fuel production from municipal solid waste: An Italian plant case study.

    PubMed

    Ranieri, Ezio; Ionescu, Gabriela; Fedele, Arcangela; Palmieri, Eleonora; Ranieri, Ada Cristina; Campanaro, Vincenzo

    2017-08-01

    This article presents the classification of solid recovered fuel from the Massafra municipal solid waste treatment plant in Southern Italy in compliancy with the EN 15359 standard. In order to ensure the reproducibility of this study, the characterisation methods of waste input and output flow, the mechanical biological treatment line scheme and its main parameters for each stage of the processing chain are presented in details, together with the research results in terms of mass balance and derived fuel properties. Under this study, only 31% of refused municipal solid waste input stream from mechanical biological line was recovered as solid recovered fuel with a net heating value (NC=HV) average of 15.77 MJ kg -1 ; chlorine content average of 0.06% on a dry basis; median of mercury <0.0064 mg MJ -1 and 80th percentile <0.0068 mg MJ -1 . The solid recovered fuel produced meets the European Union standard requirements and can be classified with the class code: Net heating value (3); chlorine (1); mercury (1).

  17. Detection of water in jet fuel using layer-by-layer thin film coated long period grating sensor.

    PubMed

    Puckett, Sean D; Pacey, Gilbert E

    2009-04-15

    The quantitative measurement of jet fuel additives in the field is of interest to the Air Force. The "smart nozzle" project was designed as a state-of-the-art diagnostics package attached to a single-point refueling nozzle for assessing key fuel properties as the fuel is dispensed. The objective of the work was to show proof of concept that a layer-by-layer thin film and long period grating fibers could be used to detect the presence of water in jet fuel. The data for the nafion/PDMA film and a long period grating fiber is a combination capable of quantitative measurement of water in kerosene. The average response (spectral loss wavelength shift) to the kerosene sample ranged from -6.0 for 15 ppm to -126.5 for 60 ppm water. The average calculated value for the check standard was 21.71 and ranged from 21.25 to 22.00 with a true value of 22.5 ppm water. Potential interferences were observed and are judged to be insignificant in real samples.

  18. 40 CFR 600.501-85 - General applicability.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... 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 Manufacturer's... gasoline-fueled and diesel automobiles. (b)(1) Manufacturers that produce only electric vehicles are exempt...

  19. 40 CFR 600.501-86 - General applicability.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... 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 Manufacturer's... subpart are applicable to 1986 and later model year gasoline-fueled and diesel automobiles. (b)(1...

  20. 7 CFR 1709.3 - Definitions.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ..., wood and other biomass fuels, coal, wind and solar energy. Fuels used for subsistence activities in... ASSISTANCE TO HIGH ENERGY COST COMMUNITIES General Requirements § 1709.3 Definitions. Administrator means the... so identified in USDA regulations. Extremely high energy costs means community average residential...

  1. 7 CFR 1709.3 - Definitions.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ..., wood and other biomass fuels, coal, wind and solar energy. Fuels used for subsistence activities in... ASSISTANCE TO HIGH ENERGY COST COMMUNITIES General Requirements § 1709.3 Definitions. Administrator means the... so identified in USDA regulations. Extremely high energy costs means community average residential...

  2. 7 CFR 1709.3 - Definitions.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ..., wood and other biomass fuels, coal, wind and solar energy. Fuels used for subsistence activities in... ASSISTANCE TO HIGH ENERGY COST COMMUNITIES General Requirements § 1709.3 Definitions. Administrator means the... so identified in USDA regulations. Extremely high energy costs means community average residential...

  3. 7 CFR 1709.3 - Definitions.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ..., wood and other biomass fuels, coal, wind and solar energy. Fuels used for subsistence activities in... ASSISTANCE TO HIGH ENERGY COST COMMUNITIES General Requirements § 1709.3 Definitions. Administrator means the... so identified in USDA regulations. Extremely high energy costs means community average residential...

  4. 7 CFR 1709.3 - Definitions.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ..., wood and other biomass fuels, coal, wind and solar energy. Fuels used for subsistence activities in... ASSISTANCE TO HIGH ENERGY COST COMMUNITIES General Requirements § 1709.3 Definitions. Administrator means the... so identified in USDA regulations. Extremely high energy costs means community average residential...

  5. 40 CFR 85.1510 - Maintenance instructions, warranties, emission labeling and fuel economy requirements.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... the Energy Tax Act of 1978, 15 U.S.C. 4064. (f) Corporate Average Fuel Economy (CAFE). (1) Certificate holders shall comply with any applicable CAFE requirements of the Energy Policy and Conservation Act, 15 U...

  6. Investigation of the Discharge Rate of a Fuel-injection System

    NASA Technical Reports Server (NTRS)

    Gerrish, Harold C; Voss, Fred

    1931-01-01

    In connection with the development of a method for analyzing indicator cards taken from high-speed compression-ignition engines, this investigation was undertaken to determine the average quantity of fuel discharged during each crank degree of injection period.

  7. Energy data report: prices and margins of No. 2 distillate fuel oil. Monthly report, January 1982

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

    Whatley, A.

    1982-03-22

    Data are presented on the average prices and gross margins for the refining, reselling, and retailing sectors of the No. 2 distillate fuel oil market. Data are tabulated on prices and sales volumes of No. 2 fuel oil and No. 2 diesel fuel for residential, industrial/commercial, institutional/utility, other ultimate consumer sales, and nonultimate consumer sales. A brief discussion of the sampling and estimation procedures used in this report appears in the appendix.

  8. Energy data report: prices and margins of No. 2 distillate fuel oil. Monthly report, October 1982

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

    Whatley, A.

    1982-12-20

    Data are presented on the average prices and gross margins for the refining, reselling, and retailing sectors of the No. 2 distillate fuel oil market. Data are tabulated on prices and sales volumes of No. 2 fuel oil and No. 2 diesel fuel for residential, industrial/commercial, institutional/utility, other ultimate consumer sales, and nonultimate consumer sales. A brief discussion of the sampling and estimation procedures used in this report appears in the appendix.

  9. Energy data report: prices and margins of No. 2 distillate fuel oil. Monthly report, November 1982

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

    Whatley, A.

    1983-01-18

    Data are presented on the average prices and gross margins for the refining, reselling, and retailing sectors of the No. 2 distillate fuel oil market. Data are tabulated on prices and sales volumes of No. 2 fuel oil and No. 2 diesel fuel for residential, industrial/commercial, institutional/utility, other ultimate consumer sales, and nonultimate consumer sales. A brief discussion of the sampling and estimation procedures used in this report appears in the appendix.

  10. Energy data report: prices and margins of No. 2 distillate fuel oil. Monthly report, December 1981

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

    Whatley, A.

    1982-02-22

    Data are presented on the average prices and gross margins for the refining, reselling, and retailing sectors of the No. 2 distillate fuel oil market. Data are tabulated on prices and sales volumes of No. 2 fuel oil and No. 2 diesel fuel for residential, industrial/commercial, institutional/utility, other ultimate consumer sales, and nonultimate consumer sales. A brief discussion of the sampling and estimation procedures used in this report appears in the appendix.

  11. Stable hydrogen isotopic composition of n-alkanes in atmospheric aerosols as a tracer for the source region of terrestrial plant waxes

    NASA Astrophysics Data System (ADS)

    Yamamoto, S.; Kawamura, K.

    2009-12-01

    Studies on molecular composition and compound-specific carbon isotopic ratio (δ13C) of leaf wax n-alkanes in atmospheric aerosols have revealed a long-range atmospheric transport of terrestrial higher plant materials over the south Atlantic and western Pacific oceans. However, molecular and δ13C compositions of terrestrial plant waxes in the eastern part of the Asian continent are relatively constant reflecting C3-dominated vegetation, which makes it difficult to specify the source regions of plant materials in the atmospheric aerosols over the East Asia and northwest Pacific regions. Recent observation displays a large (>100‰) spatial variation in hydrogen isotopic composition (δD) of rainwater in East Asia. Because δD values of terrestrial higher plants sensitively reflect those of precipitation waters, δD of leaf waxes are expected to provide information on their source region. In this study, we measured the δD of n-alkanes in atmospheric aerosols from Tokyo to better understand the origin of leaf wax n-alkanes in atmospheric aerosols. The δD values of fossil fuel n-alkanes (C21 to C24) in Tokyo aerosols range from -65 to -94‰, which are in a range of those reported in marine crude oils. In contrast, the δD of higher molecular weight (C29 and C31) n-alkanes (δDHMW) show much larger values by ~70‰ than those of fossil fuel n-alkanes. Their values were found to exhibit concomitant variations with carbon preference index (CPI), suggesting that the δDHMW reflect the δD of leaf wax n-alkanes with a variable contribution from fossil fuel n-alkanes. Nevertheless, good positive correlation (r = 0.89, p < 0.01) between the δDHMW and CPI values enable us to remove the contribution of fossil fuels using a mass balance approach by assuming that CPI of fossil fuel is 1 and CPI of plant waxes is 5-15. Calculated n-alkane δD values averaged from -170 to -185‰ for C29 and from -155 to -168‰ for C31. These values are consistent with those reported from growing leaves in Tokyo, which confirms the usefulness of the δD of long chain n-alkanes as a tracer for the source region of terrestrial plant waxes in atmospheric aerosols.

  12. 49 CFR 599.300 - Requirements for qualifying transactions.

    Code of Federal Regulations, 2010 CFR

    2010-10-01

    ... fuel economy of the new vehicle is at least 4 mpg, but less than 10 mpg higher than the combined fuel economy of the eligible trade-in vehicle. (2) The new vehicle is a category 1 truck with a combined fuel... the new vehicle is at least 2 mpg, but less than 5 mpg higher than the combined fuel economy of the...

  13. Center for Advanced Propulsion Systems

    DTIC Science & Technology

    1993-02-01

    breakup model for two chamber pressures. 7.5.4 Exciplex images for a single main injection. Images are 126 ensemble averaged for 8 individual images. Times...to obtain data using an electronic fuel injector (UCORS). Exciplex fluorescence and photographic imaging were used to study liquid and vapor...later paper, (Bower and Foster, 1993) in the same combustion bomb, the authors applied Exciplex fluorescence techniques to visualize fuel liquid and fuel

  14. Geographic considerations for fire management in the Eastern United States: geomorphology and topography, soils, and climate

    Treesearch

    Barton D. Clinton; James M. Vose; Erika C. Cohen

    2012-01-01

    Across the Eastern United States, there is on average an estimated 36 MT ha–1 (16 tons ac–1) of dead woody fuel (Chojnacky and others 2004). Variations in fuel type, size, and flammability make the selection of treatment options critical for effective fuels management. The region is a complex landscape characterized by...

  15. Mastication: A fuel reduction and site preparation alternative

    Treesearch

    Jeff Halbrook; Han-Sup Han; Russell T. Graham; Theresa B. Jain; Robert Denner

    2006-01-01

    During the fall of 2005, a study was conducted at Priest River Experimental Forest (PREF) in northern Idaho to investigate the economics of mastication used to treat activity and standing live fuels. In this study, a rotary head masticator was used to crush and chop activity fuels within harvest units on 37.07 acres. Production averaged 0.57 acres/hour (range 0.21-0.89...

  16. 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.

  17. Model Year 2013 Fuel Economy Guide: EPA Fuel Economy Estimates

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

    None

    2012-12-01

    The Fuel Economy Guide is published by the U.S. Department of Energy as an aid to consumers considering the purchase of a new vehicle. The Guide lists estimates of miles per gallon (mpg) for each vehicle available for the new model year. These estimates are provided by the U.S. Environmental Protection Agency in compliance with Federal Law. By using this Guide, consumers can estimate the average yearly fuel cost for any vehicle. The Guide is intended to help consumers compare the fuel economy of similarly sized cars, light duty trucks and special purpose vehicles.

  18. Model Year 2012 Fuel Economy Guide: EPA Fuel Economy Estimates

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

    None

    2011-11-01

    The Fuel Economy Guide is published by the U.S. Department of Energy as an aid to consumers considering the purchase of a new vehicle. The Guide lists estimates of miles per gallon (mpg) for each vehicle available for the new model year. These estimates are provided by the U.S. Environmental Protection Agency in compliance with Federal Law. By using this Guide, consumers can estimate the average yearly fuel cost for any vehicle. The Guide is intended to help consumers compare the fuel economy of similarly sized cars, light duty trucks and special purpose vehicles.

  19. Model Year 2011 Fuel Economy Guide: EPA Fuel Economy Estimates

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

    None

    2010-11-01

    The Fuel Economy Guide is published by the U.S. Department of Energy as an aid to consumers considering the purchase of a new vehicle. The Guide lists estimates of miles per gallon (mpg) for each vehicle available for the new model year. These estimates are provided by the U.S. Environmental Protection Agency in compliance with Federal Law. By using this Guide, consumers can estimate the average yearly fuel cost for any vehicle. The Guide is intended to help consumers compare the fuel economy of similarly sized cars, light duty trucks and special purpose vehicles.

  20. Model Year 2017 Fuel Economy Guide: EPA Fuel Economy Estimates

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

    None

    The Fuel Economy Guide is published by the U.S. Department of Energy as an aid to consumers considering the purchase of a new vehicle. The Guide lists estimates of miles per gallon (mpg) for each vehicle available for the new model year. These estimates are provided by the U.S. Environmental Protection Agency in compliance with Federal Law. By using this Guide, consumers can estimate the average yearly fuel cost for any vehicle. The Guide is intended to help consumers compare the fuel economy of similarly sized cars, light duty trucks and special purpose vehicles.

  1. Model Year 2018 Fuel Economy Guide: EPA Fuel Economy Estimates

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

    None

    The Fuel Economy Guide is published by the U.S. Department of Energy as an aid to consumers considering the purchase of a new vehicle. The Guide lists estimates of miles per gallon (mpg) for each vehicle available for the new model year. These estimates are provided by the U.S. Environmental Protection Agency in compliance with Federal Law. By using this Guide, consumers can estimate the average yearly fuel cost for any vehicle. The Guide is intended to help consumers compare the fuel economy of similarly sized cars, light duty trucks and special purpose vehicles.

  2. 49 CFR 535.7 - Averaging, banking, and trading (ABT) program.

    Code of Federal Regulations, 2012 CFR

    2012-10-01

    ... averaging set. With the exception of FCC earned for advance technologies as further clarified below, a... advanced technology credits, may be used only within the averaging set in which they were generated. (b... (gasoline, diesel and alternative fuel) and advanced technology vehicles (hybrids with regenerative braking...

  3. 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.

  4. Benefits of recent improvements in vehicle fuel economy.

    DOT National Transportation Integrated Search

    2014-10-01

    For the past several years, we have calculated (on a monthly basis) the average, sales-weighted fuel economy of all light-duty vehicles (cars, pickup trucks, vans, and SUVs) sold in : the U.S. The results indicate that, from October 2007 to September...

  5. 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...

  6. 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...

  7. 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...

  8. CV 100--Still Going Strong

    ERIC Educational Resources Information Center

    Abrahams, A. L.

    1976-01-01

    Describes results of a study that used CV 100, a fuel additive for use in oil-fired heating systems, on a trial basis in 12 Ontario schools. The test showed an average 12 percent reduction in fuel costs in the schools using CV 100. (JG)

  9. Citric acid functionalized carbon materials for fuel cell applications

    NASA Astrophysics Data System (ADS)

    Poh, Chee Kok; Lim, San Hua; Pan, Hui; Lin, Jianyi; Lee, Jim Yang

    Carbon materials can be easily functionalized using citric acid (CA) treatment. The CA modification of carbon materials is both simple and effective. It requires no prolonged heating, filtration and washing, and produces more functional groups such as carboxyl and hydroxide on CA-modified carbon nanotubes and XC72 carbon blacks than on HNO 3-H 2SO 4 oxidized carbon nanotubes and as-purchased XC72. Platinum nanoparticles are deposited on these functionalized carbon materials by means of a microwave-assisted polyol process. The investigations using TEM, XRD, FTIR and TGA indicate that CA modification creates more functional groups and thus deposits more Pt nanoparticles with smaller average particle size on the surface of carbon materials. Electrochemical studies of the Pt/C samples for methanol oxidation reveal higher activity for Pt on CA-modified carbon materials. It is therefore considered that this method can find important applications in reducing the cost and improving performance of proton-exchange membrane fuel cells.

  10. Naturally occurring radioactive materials (NORM) in ashes from a fuel-oil power plant in Cienfuegos, Cuba, and the associated radiation hazards.

    PubMed

    Alonso-Hernández, C M; Bernal-Castillo, J; Morera-Gómez, Y; Guillen-Arruebarrena, A; Cartas-Aguila, H A; Acosta-Milián, R

    2014-03-01

    The radioactivity of NORM was measured in ashes collected from a fuel-oil power plant in Cienfuegos, Cuba, using an HPGe gamma-ray spectrometer. The (226)Ra, (210)Pb, (40)K, (232)Th and (238)U activity concentrations reached 240, 77, 59, 70 and 15 Bq kg(-1), respectively. The potential radiological hazard of these residuals was assessed. The radium equivalent activities of the samples varied from 54 to 345 Bq kg(-1). The gamma index was calculated to be lower than that of the reference values, and the gamma absorbed dose rate was higher than the average reported for the earth's crust; however, the assessed annual effective dose was slightly lower than the annual effective dose limit for public, i.e. 1 mSv. Therefore, these bottom ashes were not dramatically enriched with radionuclides and may be used as an additive for building materials without restrictions from a radiological protection point of view.

  11. Numerically simulated comparative performance of a scramjet and shcramjet at Mach 11

    NASA Astrophysics Data System (ADS)

    Chan, Jonathan

    This study investigates the design and aeropropulsive performance of a complete, hydrogen powered, shock-induced combustion ramjet (shcramjet) at a flight Mach number of 11 and altitude of 34.5 km. The design includes a Prandtl-Meyer compression inlet, cantilevered ramp fuel injectors, a shock-inducing wedge and a divergent nozzle. Numerical studies are undertaken using the WARP code that solves the three-dimensional Favre-averaged Navier-Stokes equations closed by the Wilcox k-o turbulence model and the Jachimowski H2/air chemical kinetics model. Studies of fuel injection properties, mixing duct length, combustor wedge and nozzle geometry are completed to maximize the overall performance of the vehicle. The final shcramjet configuration generates a specific impulse of 1110 s. A comparison is undertaken with a scramjet vehicle at identical flight conditions and using many of the same components. The comparable scramjet generates a higher specific impulse of 1450 s although it is significantly larger and therefore heavier.

  12. 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

  13. The influence of droplet evaporation on fuel-air mixing rate in a burner

    NASA Technical Reports Server (NTRS)

    Komiyama, K.; Flagan, R. C.; Heywood, J. B.

    1977-01-01

    Experiments involving combustion of a variety of hydrocarbon fuels in a simple atmospheric pressure burner were used to evaluate the role of droplet evaporation in the fuel/air mixing process in liquid fuel spray flames. Both air-assist atomization and pressure atomization processes were studied; fuel/air mixing rates were determined on the basis of cross-section average oxygen concentrations for stoichiometric overall operation. In general, it is concluded that droplets act as point sources of fuel vapor until evaporation, when the fuel jet length scale may become important in determining nonuniformities of the fuel vapor concentration. In addition, air-assist atomizers are found to have short droplet evaporation times with respect to the duration of the fuel/air mixing process, while for the pressure jet atomizer the characteristic evaporation and mixing times are similar.

  14. 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

  15. Use of spatiotemporal characteristics of ambient PM2.5 in rural South India to infer local versus regional contributions.

    PubMed

    Kumar, M Kishore; Sreekanth, V; Salmon, Maëlle; Tonne, Cathryn; Marshall, Julian D

    2018-08-01

    This study uses spatiotemporal patterns in ambient concentrations to infer the contribution of regional versus local sources. We collected 12 months of monitoring data for outdoor fine particulate matter (PM 2.5 ) in rural southern India. Rural India includes more than one-tenth of the global population and annually accounts for around half a million air pollution deaths, yet little is known about the relative contribution of local sources to outdoor air pollution. We measured 1-min averaged outdoor PM 2.5 concentrations during June 2015-May 2016 in three villages, which varied in population size, socioeconomic status, and type and usage of domestic fuel. The daily geometric-mean PM 2.5 concentration was ∼30 μg m -3 (geometric standard deviation: ∼1.5). Concentrations exceeded the Indian National Ambient Air Quality standards (60 μg m -3 ) during 2-5% of observation days. Average concentrations were ∼25 μg m -3 higher during winter than during monsoon and ∼8 μg m -3 higher during morning hours than the diurnal average. A moving average subtraction method based on 1-min average PM 2.5 concentrations indicated that local contributions (e.g., nearby biomass combustion, brick kilns) were greater in the most populated village, and that overall the majority of ambient PM 2.5 in our study was regional, implying that local air pollution control strategies alone may have limited influence on local ambient concentrations. We compared the relatively new moving average subtraction method against a more established approach. Both methods broadly agree on the relative contribution of local sources across the three sites. The moving average subtraction method has broad applicability across locations. Copyright © 2018 The Authors. Published by Elsevier Ltd.. All rights reserved.

  16. Modeling the burnout of solid polydisperse fuel under the conditions of external heat transfer

    NASA Astrophysics Data System (ADS)

    Skorik, I. A.; Goldobin, Yu. M.; Tolmachev, E. M.; Gal'perin, L. G.

    2013-11-01

    A self-similar burnout mode of solid polydisperse fuel is considered taking into consideration heat transfer between fuel particles, gases, and combustion chamber walls. A polydisperse composition of fuel is taken into account by introducing particle distribution functions by radiuses obtained for the kinetic and diffusion combustion modes. Equations for calculating the temperatures of particles and gases are presented, which are written for particles average with respect to their distribution functions by radiuses taking into account the fuel burnout ratio. The proposed equations take into consideration the influence of fuel composition, air excess factor, and gas recirculation ratio. Calculated graphs depicting the variation of particle and gas temperatures, and the fuel burnout ratio are presented for an anthracite-fired boiler.

  17. 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.

  18. Racial and demographic differences in household travel and fuel purchase behavior

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

    Gur, Y.; Millar, M.

    1987-01-01

    Monthly fuel purchase logs from the Residential Energy Consumption Survey's Household Transportation Panel (TP) were analyzed to determine the relationship between various household characteristics and purchase frequency, tank inventories, vehicle-miles traveled, and fuel expenditures. Multiple classification analysis (MCA) was used to relate observed differences in dependent variables to such index-type household characteristics as income and residence location, and sex, race and age of household head. Because it isolates the net effect of each parameter, after accounting for the effects of all other parameters, MCA is particularly appropriate for this type of analysis. Results reveal clear differences in travel and fuelmore » purchase behavior for four distinct groups of vehicle-owning households. Black households tend to own far fewer vehicles with lower fuel economy, to use them more intensively, to purchase fuel more frequently, and to maintain lower fuel inventories than white households. Similarly, poor households own fewer vehicles with lower fuel economy, but they drive them less intensively, purchase fuel more frequently, and maintain lower fuel inventories than nonpoor households. Elderly households also own fewer vehicles with lower fuel economy. But since they drive them much less intensively, their fuel purchases are much less frequent and their fuel inventories are higher than nonelderly households. Female-headed households also own fewer vehicles but with somewhat higher fuel economy. They drive them less intensively, maintain higher fuel inventories, and purchase fuel less frequently than male-headed households. 13 refs., 8 tabs.« less

  19. U.S. Light-duty Vehicle Air Conditioning Fuel Use and the Impact of Four Solar/Thermal Control Technologies

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

    Rugh, John P; Kekelia, Bidzina; Kreutzer, Cory J

    The U.S. uses 7.6 billion gallons of fuel per year for vehicle air conditioning (A/C), equivalent to 5.7 percent of the total national light-duty vehicle (LDV) fuel use. This equates to 30 gallons/year per vehicle, or 23.5 grams (g) of carbon dioxide (CO2) per mile, for an average U.S. vehicle. A/C is a significant contribution to national fuel use; therefore, technologies that reduce A/C loads may reduce operational costs, A/C fuel use, and CO2 emissions. Since A/C is not operated during standard EPA fuel economy testing protocols, EPA provides off-cycle credits to encourage OEMs to implement advanced A/C technologies thatmore » reduce fuel use in the real world. NREL researchers assessed thermal/solar off-cycle credits available in the U.S. Environmental Protection Agency's (EPA's) Final Rule for Model Year 2017 and Later Light-Duty Vehicle Greenhouse Gas Emissions and Corporate Average Fuel Economy. Credits include glazings, solar reflective paint, and passive and active cabin ventilation. Implementing solar control glass reduced CO2 emissions by 2.0 g/mi, and solar reflective paint resulted in a reduction of 0.8 g/mi. Active and passive ventilation strategies only reduced emissions by 0.1 and 0.2 g/mi, respectively. The national-level analysis process is powerful and general; it can be used to determine the impact of a wide range of new vehicle thermal technologies on fuel use, EV range, and CO2 emissions.« less

  20. Fuel decomposition and boundary-layer combustion processes of hybrid rocket motors

    NASA Technical Reports Server (NTRS)

    Chiaverini, Martin J.; Harting, George C.; Lu, Yeu-Cherng; Kuo, Kenneth K.; Serin, Nadir; Johnson, David K.

    1995-01-01

    Using a high-pressure, two-dimensional hybrid motor, an experimental investigation was conducted on fundamental processes involved in hybrid rocket combustion. HTPB (Hydroxyl-terminated Polybutadiene) fuel cross-linked with diisocyanate was burned with GOX under various operating conditions. Large-amplitude pressure oscillations were encountered in earlier test runs. After identifying the source of instability and decoupling the GOX feed-line system and combustion chamber, the pressure oscillations were drastically reduced from +/-20% of the localized mean pressure to an acceptable range of +/-1.5% Embedded fine-wire thermocouples indicated that the surface temperature of the burning fuel was around 1000 K depending upon axial locations and operating conditions. Also, except near the leading-edge region, the subsurface thermal wave profiles in the upstream locations are thicker than those in the downstream locations since the solid-fuel regression rate, in general, increases with distance along the fuel slab. The recovered solid fuel slabs in the laminar portion of the boundary layer exhibited smooth surfaces, indicating the existence of a liquid melt layer on the burning fuel surface in the upstream region. After the transition section, which displayed distinct transverse striations, the surface roughness pattern became quite random and very pronounced in the downstream turbulent boundary-layer region. Both real-time X-ray radiography and ultrasonic pulse-echo techniques were used to determine the instantaneous web thickness burned and instantaneous solid-fuel regression rates over certain portions of the fuel slabs. Globally averaged and axially dependent but time-averaged regression rates were also obtained and presented.

  1. ECAS Phase I fuel cell results. [Energy Conservation Alternatives Study

    NASA Technical Reports Server (NTRS)

    Warshay, M.

    1978-01-01

    This paper summarizes and discusses the fuel cell system results of Phase I of the Energy Conversion Alternatives Study (ECAS). Ten advanced electric powerplant systems for central-station baseload generation using coal were studied by NASA in ECAS. Three types of low-temperature fuel cells (solid polymer electrolyte, SPE, aqueous alkaline, and phosphoric acid) and two types of high-temperature fuel cells (molten carbonate, MC, and zirconia solid electrolyte, SE) were studied. The results indicate that (1) overall efficiency increases with fuel cell temperature, and (2) scale-up in powerplant size can produce a significant reduction in cost of electricity (COE) only when it is accompanied by utilization of waste fuel cell heat through a steam bottoming cycle and/or integration with a gasifier. For low-temperature fuel cell systems, the use of hydrogen results in the highest efficiency and lowest COE. In spite of higher efficiencies, because of higher fuel cell replacement costs integrated SE systems have higher projected COEs than do integrated MC systems. Present data indicate that life can be projected to over 30,000 hr for MC fuel cells, but data are not yet sufficient for similarly projecting SE fuel cell life expectancy.

  2. Increased fuel standards among broad range of energy options

    NASA Astrophysics Data System (ADS)

    Showstack, Randy

    During simpler times, the mention of the word 'cafe' might have primarily conjured up images of sidewalk coffee and tea bars along Paris' Champs-Elysees. However, with today's concerns about energy needs, CAFE or Corporate Average Fuel Economy standards for automobile fuel efficiency is a hot topic.On August 2, the U.S. House of Representa tives passed an energy bill rejecting a proposal to substantially increase CAFE standards for increasingly popular sport utility vehicles (SUVs). The proposal, which would have required SUVs to increase their current fleet average of 20.5 miles per gallon (mpg) to 27.5 mpg by 2007, to equal the current passenger car fleet requirement, was shelved for a requirement to more modestly raise mpgs by cutting total SUV gasoline usage by 5 billion gallons over 6 years.

  3. Fuel consumption and CO2/pollutant emissions of mobile air conditioning at fleet level - new data and model comparison.

    PubMed

    Weilenmann, Martin F; Alvarez, Robert; Keller, Mario

    2010-07-01

    Mobile air conditioning (MAC) systems are the second-largest energy consumers in cars after driving itself. While different measurement series are available to illustrate their behavior in hot ambient conditions, little data are available for lower temperatures. There are also no data available on diesel vehicles, despite these being quite common in Europe (up to 70% of the fleet in some countries). In the present study, six representative modern diesel passenger cars were tested. In combination with data from previous measurements on gasoline cars, a new model was developed - EEMAC = Empa Emission model for Mobile Air Conditioning systems - to predict emissions from air conditioning. The measurements obtained show that A/C activity still occurs at temperatures below the desired interior temperature. The EEMAC model was applied to the average meteorological year of a central European region and compared with the US EPA MOBILE6 model. As temperatures in central Europe are often below 20 degrees C (the point below which the two models differ), the overall results differ clearly. The estimated average annual CO(2) output according to EEMAC is six times higher than that of MOBILE6. EEMAC also indicates that around two-thirds of the fuel used for air conditioning could be saved by switching the MAC system off below 18 degrees C.

  4. St. Louis demonstration final report: refuse processing plant equipment, facilities, and environmental evaluations

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

    Fiscus, D.E.; Gorman, P.G.; Schrag, M.P.

    1977-09-01

    The results are presented of processing plant evaluations of the St. Louis-Union Electric Refuse Fuel Project, including equipment and facilities as well as assessment of environmental emissions at both the processing and the power plants. Data on plant material flows and operating parameters, plant operating costs, characteristics of plant material flows, and emissions from various processing operations were obtained during a testing program encompassing 53 calendar weeks. Refuse derived fuel (RDF) is the major product (80.6% by weight) of the refuse processing plant, the other being ferrous metal scrap, a marketable by-product. Average operating costs for the entire evaluation periodmore » were $8.26/Mg ($7.49/ton). The average overall processing rate for the period was 168 Mg/8-h day (185.5 tons/8-h day) at 31.0 Mg/h (34.2 tons/h). Future plants using an air classification system of the type used at the St. Louis demonstration plant will need an emissions control device for particulates from the large de-entrainment cyclone. Also in the air exhaust from the cyclone were total counts of bacteria and viruses several times higher than those of suburban ambient air. No water effluent or noise exposure problems were encountered, although landfill leachate mixed with ground water could result in contamination, given low dilution rates.« less

  5. Synthesis and characterization of scandia ceria stabilized zirconia powders prepared by polymeric precursor method for integration into anode-supported solid oxide fuel cells

    NASA Astrophysics Data System (ADS)

    Tu, Hengyong; Liu, Xin; Yu, Qingchun

    2011-03-01

    Scandia ceria stabilized zirconia (10Sc1CeSZ) powders are synthesized by polymeric precursor method for use as the electrolyte of anode-supported solid oxide fuel cell (SOFC). The synthesized powders are characterized in terms of crystalline structure, particle shape and size distribution by X-ray diffraction (XRD), transmission electron microscopy (TEM) and photon correlation spectroscopy (PCS). 10Sc1CeSZ electrolyte films are deposited on green anode substrate by screen-printing method. Effects of 10Sc1CeSZ powder characteristics on sintered films are investigated regarding the integration process for application as the electrolytes in anode-supported SOFCs. It is found that the 10Sc1CeSZ films made from nano-sized powders with average size of 655 nm are very porous with many open pores. In comparison, the 10Sc1CeSZ films made from micron-sized powders with average size of 2.5 μm, which are obtained by calcination of nano-sized powders at higher temperatures, are much denser with a few closed pinholes. The cell performances are 911 mW cm-2 at the current density of 1.25 A cm-2 and 800 °C by application of Ce0.8Gd0.2O2 (CGO) barrier layer and La0.6Sr0.4CoO3 (LSC) cathode.

  6. INITIAL ANALYSIS OF TRANSIENT POWER TIME LAG DUE TO HETEROGENEITY WITHIN THE TREAT FUEL MATRIX.

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

    D.M. Wachs; A.X. Zabriskie, W.R. Marcum

    2014-06-01

    The topic Nuclear Safety encompasses a broad spectrum of focal areas within the nuclear industry; one specific aspect centers on the performance and integrity of nuclear fuel during a reactivity insertion accident (RIA). This specific accident has proven to be fundamentally difficult to theoretically characterize due to the numerous empirically driven characteristics that quantify the fuel and reactor performance. The Transient Reactor Test (TREAT) facility was designed and operated to better understand fuel behavior under extreme (i.e. accident) conditions; it was shutdown in 1994. Recently, efforts have been underway to commission the TREAT facility to continue testing of advanced accidentmore » tolerant fuels (i.e. recently developed fuel concepts). To aid in the restart effort, new simulation tools are being used to investigate the behavior of nuclear fuels during facility’s transient events. This study focuses specifically on the characterizing modeled effects of fuel particles within the fuel matrix of the TREAT. The objective of this study was to (1) identify the impact of modeled heterogeneity within the fuel matrix during a transient event, and (2) demonstrate acceptable modeling processes for the purpose of TREAT safety analyses, specific to fuel matrix and particle size. Hypothetically, a fuel that is dominantly heterogeneous will demonstrate a clearly different temporal heating response to that of a modeled homogeneous fuel. This time difference is a result of the uniqueness of the thermal diffusivity within the fuel particle and fuel matrix. Using MOOSE/BISON to simulate the temperature time-lag effect of fuel particle diameter during a transient event, a comparison of the average graphite moderator temperature surrounding a spherical particle of fuel was made for both types of fuel simulations. This comparison showed that at a given time and with a specific fuel particle diameter, the fuel particle (heterogeneous) simulation and the homogeneous simulation were related by a multiplier relative to the average moderator temperature. As time increases the multiplier is comparable to the factor found in a previous analytical study from literature. The implementation of this multiplier and the method of analysis may be employed to remove assumptions and increase fidelity for future research on the effect of fuel particles during transient events.« less

  7. 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.

  8. Superlattice photoelectrodes for photoelectrochemical cells

    DOEpatents

    Nozik, Arthur J.

    1987-01-01

    A superlattice or multiple-quantum-well semiconductor is used as a photoelectrode in a photoelectrochemical process for converting solar energy into useful fuels or chemicals. The quantum minibands of the superlattice or multiple-quantum-well semiconductor effectively capture hot-charge carriers at or near their discrete quantum energies and deliver them to drive a chemical reaction in an electrolyte. The hot-charge carries can be injected into the electrolyte at or near the various discrete multiple energy levels quantum minibands, or they can be equilibrated among themselves to a hot-carrier pool and then injected into the electrolyte at one average energy that is higher than the lowest quantum band gap in the semiconductor.

  9. 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.

  10. 40 CFR 88.202-94 - Definitions.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... 1992 model year. Averaging for clean-fuel vehicles means the sale of clean-fuel vehicles that meet more... emissions credits, for use in future model-year certification as permitted by regulation. Sales means vehicles that are produced, sold, and distributed (in accordance with normal business practices and...

  11. 40 CFR 600.501-85 - General applicability.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... 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 § 600.501-85 General... applicable to 1985 and later model year gasoline-fueled and diesel automobiles. (b)(1) Manufacturers that...

  12. 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...

  13. 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...

  14. 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...

  15. Initial results from a field experiment to support the assessment of fuel treatment effectiveness in reducing wildfire intensity and spread rate

    Treesearch

    Eric Mueller; Nicholas Skowronski; Kenneth Clark; Robert Kremens; Michael Gallagher; Jan Thomas; Mohamad El Houssami; Alexander Filkod; Bret Butler; John Hom; William Mell; Albert Simeoni

    2015-01-01

    Hazardous fuel reduction treatments conducted both through prescribed fire and mechanical means are a critical part of the mitigation of wildland fire risk in the United States. The US Federal Government has spent an average of $500t million each year on fuel reduction, from 2002-2012 (Gorte 2011). At present, however, rigorous experimental measurement of the...

  16. 40 CFR Table 5 to Subpart Uuu of... - Initial Compliance With Metal HAP Emission Limits for Catalytic Cracking Units

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... fossil fuel, the incremental rate of PM must not exceed 43.0 grams per Gigajoule (g/GJ) or 0.10 pounds... fossil fuel; and the opacity of emissions must not exceed 30 percent, except for one 6-minute average... lb/million Btu) of heat input attributable to the liquid or solid fossil fuel. As part of the...

  17. 40 CFR Table 5 to Subpart Uuu of... - Initial Compliance With Metal HAP Emission Limits for Catalytic Cracking Units

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... fossil fuel, the incremental rate of PM must not exceed 43.0 grams per Gigajoule (g/GJ) or 0.10 pounds... fossil fuel; and the opacity of emissions must not exceed 30 percent, except for one 6-minute average... lb/million Btu) of heat input attributable to the liquid or solid fossil fuel. As part of the...

  18. 40 CFR Table 5 to Subpart Uuu of... - Initial Compliance With Metal HAP Emission Limits for Catalytic Cracking Units

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... fossil fuel, the incremental rate of PM must not exceed 43.0 grams per Gigajoule (g/GJ) or 0.10 pounds... fossil fuel; and the opacity of emissions must not exceed 30 percent, except for one 6-minute average... lb/million Btu) of heat input attributable to the liquid or solid fossil fuel. As part of the...

  19. Fuels planning: science synthesis and integration; environmental consequences fact sheet 06: wildland fire use: the "other" treatment option

    Treesearch

    Anne Black

    2004-01-01

    Fire suppression has reduced acres burned to an average of 2 million acres a year. An unfortunate result of this has been the accumulation of even more above-normal fuel loads in many areas. This paper discusses (1) the important ecological role of fire, (2) using fire as a fuels treatment, and (2) the benefits and risks of fire.

  20. The Army’s Operational Energy Challenge

    DTIC Science & Technology

    2011-05-01

    battery chargers . Solar Hybrid—a system capable of providing up to 10 kilowatts of power continuously while reducing gen- erator running time by 20...granted. Army vehicles consume unprecedented amounts of fuel for mobility and onboard power. Average fuel demand per soldier has increased from about 1... electric power. This depen- dence translates to a vulnerability as fuel and water com- pose the vast majority of resupply volume, which, in turn

  1. Detonation velocity in poorly mixed gas mixtures

    NASA Astrophysics Data System (ADS)

    Prokhorov, E. S.

    2017-10-01

    The technique for computation of the average velocity of plane detonation wave front in poorly mixed mixture of gaseous hydrocarbon fuel and oxygen is proposed. Here it is assumed that along the direction of detonation propagation the chemical composition of the mixture has periodic fluctuations caused, for example, by layered stratification of gas charge. The technique is based on the analysis of functional dependence of ideal (Chapman-Jouget) detonation velocity on mole fraction (with respect to molar concentration) of the fuel. It is shown that the average velocity of detonation can be significantly (by more than 10%) less than the velocity of ideal detonation. The dependence that permits to estimate the degree of mixing of gas mixture basing on the measurements of average detonation velocity is established.

  2. Analysis of fuel options for the breakeven core configuration of the Advanced Recycling Reactor

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

    Stauff, N.E.; Klim, T.K.; Taiwo, T.A.

    2013-07-01

    A trade-off study is performed to determine the impacts of various fuel forms on the core design and core physics characteristics of the sodium-cooled Toshiba- Westinghouse Advanced Recycling Reactor (ARR). The fuel forms include oxide, nitride, and metallic forms of U and Th. The ARR core configuration is redesigned with driver and blanket regions in order to achieve breakeven fissile breeding performance with the various fuel types. State-of-the-art core physics tools are used for the analyses. In addition, a quasi-static reactivity balance approach is used for a preliminary comparison of the inherent safety performances of the various fuel options. Thorium-fueledmore » cores exhibit lower breeding ratios and require larger blankets compared to the U-fueled cores, which is detrimental to core compactness and increases reprocessing and manufacturing requirements. The Th cores also exhibit higher reactivity swings through each cycle, which penalizes reactivity control and increases the number of control rods required. On the other hand, using Th leads to drastic reductions in void and coolant expansion coefficients of reactivity, with the potential for enhancing inherent core safety. Among the U-fueled ARR cores, metallic and nitride fuels result in higher breeding ratios due to their higher heavy metal densities. On the other hand, oxide fuels provide a softer spectrum, which increases the Doppler effect and reduces the positive sodium void worth. A lower fuel temperature is obtained with the metallic and nitride fuels due to their higher thermal conductivities and compatibility with sodium bonds. This is especially beneficial from an inherent safety point of view since it facilitates the reactor cool-down during loss of power removal transients. The advantages in terms of inherent safety of nitride and metallic fuels are maintained when using Th fuel. However, there is a lower relative increase in heavy metal density and in breeding ratio going from oxide to metallic or nitride Th fuels relative to the U counterpart fuels. (authors)« less

  3. 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.

  4. Recent developments in BWR fuel design

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

    Congdon, S.P.; Noble, L.D.; Wood, J.E.

    1991-11-01

    Substantial increases in the cost effectiveness and performance capability of boiling water reactor (BWR) fuel designs have been implemented in the past 5 to 7 yr. This increase has been driven by (a) utility desires to lower fuel and operating costs and (b) design innovations that have lowered enrichment requirements, improved thermal-hydraulic performance, and increased discharge exposure. Higher discharge exposures reduce disposal costs for European and Asian utilities and enable US utilities to lengthen operating cycles. A typical BWR reload fuel bundle fabricated today has 25% higher {sup 235}U enrichment and a factor of 2 higher gadolinium loading than onemore » made several years ago. Today's BWR fuel bundles also contain more unheated water reduces the axial water density variation, lowers the void coefficient, and enhances the neutron efficiency of the bundle, reducing both the gadolinium poison and the enrichment requirements. In addition to these general trends, the following unique design innovations have further enhanced the fuel cost efficiency and performance characteristics of BWR fuel: ferrule spacer, part length rods, interactive channel, and bundle enhanced spectral shift. GE's fuel designs offer the flexibility for modern BWR fuel requirements and contain unique design features that enhance flexibility for modern BWR fuel requirements and contain unique design features that enhance flexibility and fuel cycle economics.« less

  5. High-severity fire: evaluating its key drivers and mapping its probability across western US forests

    NASA Astrophysics Data System (ADS)

    Parks, Sean A.; Holsinger, Lisa M.; Panunto, Matthew H.; Jolly, W. Matt; Dobrowski, Solomon Z.; Dillon, Gregory K.

    2018-04-01

    Wildland fire is a critical process in forests of the western United States (US). Variation in fire behavior, which is heavily influenced by fuel loading, terrain, weather, and vegetation type, leads to heterogeneity in fire severity across landscapes. The relative influence of these factors in driving fire severity, however, is poorly understood. Here, we explore the drivers of high-severity fire for forested ecoregions in the western US over the period 2002–2015. Fire severity was quantified using a satellite-inferred index of severity, the relativized burn ratio. For each ecoregion, we used boosted regression trees to model high-severity fire as a function of live fuel, topography, climate, and fire weather. We found that live fuel, on average, was the most important factor driving high-severity fire among ecoregions (average relative influence = 53.1%) and was the most important factor in 14 of 19 ecoregions. Fire weather was the second most important factor among ecoregions (average relative influence = 22.9%) and was the most important factor in five ecoregions. Climate (13.7%) and topography (10.3%) were less influential. We also predicted the probability of high-severity fire, were a fire to occur, using recent (2016) satellite imagery to characterize live fuel for a subset of ecoregions in which the model skill was deemed acceptable (n = 13). These ‘wall-to-wall’ gridded ecoregional maps provide relevant and up-to-date information for scientists and managers who are tasked with managing fuel and wildland fire. Lastly, we provide an example of the predicted likelihood of high-severity fire under moderate and extreme fire weather before and after fuel reduction treatments, thereby demonstrating how our framework and model predictions can potentially serve as a performance metric for land management agencies tasked with reducing hazardous fuel across large landscapes.

  6. 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

  7. Advanced thermopower wave in novel ZnO nanostructures/fuel composite.

    PubMed

    Lee, Kang Yeol; Hwang, Hayoung; Choi, Wonjoon

    2014-09-10

    Thermopower wave is a new concept of energy conversion from chemical to thermal to electrical energy, produced from the chemical reaction in well-designed hybrid structures between nanomaterials and combustible fuels. The enhancement and optimization of energy generation is essential to make it useful for future applications. In this study, we demonstrate that simple solution-based synthesized zinc oxide (ZnO) nanostructures, such as nanorods and nanoparticles are capable of generating high output voltage from thermopower waves. In particular, an astonishing improvement in the output voltage (up to 3 V; average 2.3 V) was achieved in a ZnO nanorods-based composite film with a solid fuel (collodion, 5% nitrocellulose), which generated an exothermic chemical reaction. Detailed analyses of thermopower waves in ZnO nanorods- and cube-like nanoparticles-based hybrid composites have been reported in which nanostructures, output voltage profile, wave propagation velocities, and surface temperature have been characterized. The average combustion velocities for a ZnO nanorods/fuel and a ZnO cube-like nanoparticles/fuel composites were 40.3 and 30.0 mm/s, while the average output voltages for these composites were 2.3 and 1.73 V. The high output voltage was attributed to the amplified temperature in intermixed composite of ZnO nanostructures and fuel due to the confined diffusive heat transfer in nanostructures. Moreover, the extended interfacial areas between ZnO nanorods and fuel induced large amplification in the dynamic change of the chemical potential, and it resulted in the enhanced output voltage. The differences of reaction velocity and the output voltage between ZnO nanorods- and ZnO cube-like nanoparticles-based composites were attributed to variations in electron mobility and grain boundary, as well as thermal conductivities of ZnO nanorods and particles. Understanding this astonishing increase and the variation of the output voltage and reaction velocity, precise ZnO nanostructures, will help in formulating specific strategies for obtaining enhanced energy generation from thermopower waves.

  8. Molten Carbonate Fuel Cell Operation With Dual Fuel Flexibility

    DTIC Science & Technology

    2007-10-01

    electrolyte membrane fuel cell ( PEMFC ). At the higher operating temperature, fuel reforming of natural gas can occur internally, eliminating the need...oxygen PAFC Phosphoric Acid Fuel Cell PEMFC Polymer Electrolyte Membrane Fuel Cell PDS Propane Desulfurization System ppm parts per million psig

  9. Dynamic, Hot Surface Ignition of Aircraft Fuels and Hydraulic Fluids

    DTIC Science & Technology

    1980-10-01

    fuels on a heated stainless steel surface. Higher local surface air speeds necessitated higher surface temperatures for ignition of an applied fluid._-7...Aircraft Fuels ( stainless steel surface) 8. Air Speed and Surface Material Effects on Hot Surface 21 Ignition Temperature of Aircraft Fuels (Titanium...Material Effects on Hot Surface 26 Ignition Temperature of Aircraft Hydraulic Fluids ( Stainless steel surface) 11. Air Speed and Surface Material

  10. Pt and PtRu catalyst bilayers increase efficiencies for ethanol oxidation in proton exchange membrane electrolysis and fuel cells

    NASA Astrophysics Data System (ADS)

    Altarawneh, Rakan M.; Pickup, Peter G.

    2017-10-01

    Polarization curves, product distributions, and reaction stoichiometries have been measured for the oxidation of ethanol at anodes consisting of Pt and PtRu bilayers and a homogeneous mixture of the two catalysts. These anode structures all show synergies between the two catalysts that can be attributed to the oxidation of acetaldehyde produced at the PtRu catalyst by the Pt catalyst. The use of a PtRu layer over a Pt layer produces the strongest effect, with higher currents than a Pt on PtRu bilayer, mixed layer, or either catalyst alone, except for Pt at high potentials. Reaction stoichiometries (average number of electrons transferred per ethanol molecule) were closer to the values for Pt alone for both of the bilayer configurations but much lower for PtRu and mixed anodes. Although Pt alone would provide the highest overall fuel cell efficiency at low power densities, the PtRu on Pt bilayer would provide higher power densities without a significant loss of efficiency. The origin of the synergy between the Pt and PtRu catalysts was elucidated by separation of the total current into the individual components for generation of carbon dioxide and the acetaldehyde and acetic acid byproducts.

  11. PdRu/C catalysts for ethanol oxidation in anion-exchange membrane direct ethanol fuel cells

    NASA Astrophysics Data System (ADS)

    Ma, Liang; He, Hui; Hsu, Andrew; Chen, Rongrong

    2013-11-01

    Carbon supported PdRu catalysts with various Pd:Ru atomic ratios were synthesized by impregnation method, and characterized by X-ray diffraction (XRD), transmission electron microscopy (TEM), electrochemical half-cell tests, and the anion-exchange membrane direct ethanol fuel cell (AEM-DEFC) tests. XRD results suggest that the PdRu metal exists on carbon support in an alloy form. TEM study shows that the bimetallic PdRu/C catalysts have slightly smaller average particle size than the single metal Pd/C catalyst. Lower onset potential and peak potential and much higher steady state current for ethanol oxidation in alkaline media were observed on the bimetallic catalysts (PdxRuy/C) than on the Pd/C, while the activity for ethanol oxidation on the pure Ru/C was not noticeable. By using Pd/C anode catalysts and MnO2 cathode catalysts, AEM-DEFCs free from the expensive Pt catalyst were assembled. The AEM DEFC using the bimetallic Pd3Ru/C anode catalyst showed a peak power density as high as 176 mW cm-2 at 80 °C, about 1.8 times higher than that using the single metal Pd/C catalyst. The role of Ru for enhancing the EOR activity of Pd/C catalysts is discussed.

  12. Virginia ridesharing statistics : methodologies for determining carpooler and vanpool average life bases and the average fuel economy of commuter vehicles.

    DOT National Transportation Integrated Search

    1985-01-01

    The objective of this research was to investigate methods of computing average life values for carpoolers and vanpools in Virginia. These statistics are to be used by the Rail and Public Transportation Division in evaluating the efficiency and cost-e...

  13. 7 CFR 993.159 - Payments for services performed with respect to reserve tonnage prunes.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... overhead costs, which include those for supervision, indirect labor, fuel, power and water, taxes and... tonnage prunes. The Committee will compute the average industry cost for holding reserve pool prunes by... choose to exclude the high and low data in computing an industry average. The industry average costs may...

  14. 7 CFR 993.159 - Payments for services performed with respect to reserve tonnage prunes.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... overhead costs, which include those for supervision, indirect labor, fuel, power and water, taxes and... tonnage prunes. The Committee will compute the average industry cost for holding reserve pool prunes by... choose to exclude the high and low data in computing an industry average. The industry average costs may...

  15. 7 CFR 993.159 - Payments for services performed with respect to reserve tonnage prunes.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... overhead costs, which include those for supervision, indirect labor, fuel, power and water, taxes and... tonnage prunes. The Committee will compute the average industry cost for holding reserve pool prunes by... choose to exclude the high and low data in computing an industry average. The industry average costs may...

  16. Study on effect of mixing mechanism by the transverse gaseous injection flow in scramjet engine with variable parameters

    NASA Astrophysics Data System (ADS)

    Yadav, Siddhita; Pandey, K. M.

    2018-04-01

    In scramjet engine the mixing mechanism of fuel and atmospheric air is very complicated, because the fuel have time in milliseconds for mixing with atmospheric air in combustion chamber having supersonic speed. Mixing efficiency of fuel and atmospheric air depends on mainly these parameters: Aspect ratio of injector, vibration amplitude, shock type, number of injector, jet to transverse flow momentum flux ratio, injector geometry, injection angle, molecular weight, incoming air stream angle, jet to transverse flow pressure ratio, spacing variation, mass flow rate of fuel etc. here is a very brief study of these parameters from previously done research on these parameters for the improvement of mixing efficiency. The mixing process have the significant role for the working of engine, and mixing between the atmospheric air and the jet fuel is significant factor for improving the overall thrust of the engine. The results obtained by study of papers are obtained by the 3D-Reynolds Average-Nervier-Stokes(RANS) equations along with the 2-equation k-ω shear-stress-transport (SST) turbulence model. Engine having multi air jets have 60% more mixing efficiency than single air jet, thus if the jets are increased, the mixing efficiency of engine can also be increased up to 150% by changing jet from 1 to 16. When using delta shape of injector the mixing efficiency is inversely proportional to the pressure ratio. When the fuel is injected inside the combustor from the top and bottom walls of the engine efficiency of mixing in reacting zone is higher than the single wall injection and in comparison to parallel flow, the transverse type flow is better as the atmospheric air jet can penetrate smoothly in the fuel jets and mixes well in less time. Hence this study of parameters and their effects on mixing can enhance the efficiency of mixing in engine.

  17. Enrichment Zoning Options for the Small Nuclear Rocket Engine (SNRE)

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

    Bruce G. Schnitzler; Stanley K. Borowski

    2010-07-01

    Advancement of U.S. scientific, security, and economic interests through a robust space exploration program requires high performance propulsion systems to support a variety of robotic and crewed missions beyond low Earth orbit. In NASA’s recent Mars Design Reference Architecture (DRA) 5.0 study (NASA-SP-2009-566, July 2009), nuclear thermal propulsion (NTP) was again selected over chemical propulsion as the preferred in-space transportation system option because of its high thrust and high specific impulse (-900 s) capability, increased tolerance to payload mass growth and architecture changes, and lower total initial mass in low Earth orbit. An extensive nuclear thermal rocket technology development effortmore » was conducted from 1955-1973 under the Rover/NERVA Program. The Small Nuclear Rocket Engine (SNRE) was the last engine design studied by the Los Alamos National Laboratory during the program. At the time, this engine was a state-of-the-art design incorporating lessons learned from the very successful technology development program. Past activities at the NASA Glenn Research Center have included development of highly detailed MCNP Monte Carlo transport models of the SNRE and other small engine designs. Preliminary core configurations typically employ fuel elements with fixed fuel composition and fissile material enrichment. Uniform fuel loadings result in undesirable radial power and temperature profiles in the engines. Engine performance can be improved by some combination of propellant flow control at the fuel element level and by varying the fuel composition. Enrichment zoning at the fuel element level with lower enrichments in the higher power elements at the core center and on the core periphery is particularly effective. Power flattening by enrichment zoning typically results in more uniform propellant exit temperatures and improved engine performance. For the SNRE, element enrichment zoning provided very flat radial power profiles with 551 of the 564 fuel elements within 1% of the average element power. Results for this and alternate enrichment zoning options for the SNRE are compared.« less

  18. Assessment and Correlation of Customer and Rater Response to Cold-Start and Warmup Driveability

    DTIC Science & Technology

    1993-08-01

    Customer satisfaction fleet Year N % 1986 13 18 1988 10 14 1987 12 18 1988 12 16 1989 14 19 1990 9 12 1991 3 4 Consumer I Rater Fleet Hydrocarbon fuel...2 4 1991 0 0 Fuel system * Customer satisfaction fleet Fuel system N % Carbureted 19 26 PFI 33 48 1T1 21 29 Consumer I Rater Fleet Hydrooarbon fuel...between the customer fleet and one of the consumer /rater subfleets; these vehicles are included in both places in the tables above. 30 TABLE 2 AVERAGE

  19. Increased shell entropy as an explanation for observed decreased shell areal densities in OMEGA implosions

    NASA Astrophysics Data System (ADS)

    Hoffman, Nelson; Herrmann, Hans; Kim, Yongho

    2014-10-01

    A reduced ion-kinetic (RIK) model used in hydrodynamic simulations has had some success in explaining time- and space-averaged observables characterizing the fusion fuel in hot low-density ICF capsule implosions driven by 1-ns 60-beam laser pulses at OMEGA. But observables characterizing the capsule shell, e.g., the areal density of 12C in a plastic shell, have proved harder to explain. Recently we have found that assuming the shell has higher entropy than expected in a 1D laser-driven RIK simulation allows an explanation of the observed values of 12C areal density, and its dependence on initial shell thickness in a set of DT-filled plastic capsules. If, for example, a 15- μm CH shell implodes on an adiabat two to three times higher than predicted in a typical unmodified RIK simulation, the calculated burn-averaged shell areal density decreases from ~80 mg/cm2 in the unmodified simulation to the observed value of ~25 mg/cm2. We discuss possible mechanisms that could lead to increased entropy in such implosions. Research supported by U.S. Department of Energy under Contract DE-AC52-06NA25396.

  20. 49 CFR 538.7 - Petitions for reduction of minimum driving range.

    Code of Federal Regulations, 2010 CFR

    2010-10-01

    ... type treated as an electric dual fueled automobile. (3) Be written in the English language. (4) State... displacement and type, electric storage capacity, transmission type, and average fuel economy when operating on...) Economic practicability; (iv) Technology; (v) Environmental impact; (vi) Safety; (vii) Driveability; and...

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