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Alternative Fuel Vehicles: Real-World Perspectives from the Federal Fleet
7/1/1998
Vehicles that run onfuels other than gasoline, or "alternative fuel" vehicles (AFVs), offer great promise for improving air quality and lessening our nation's dependence on imported oil. But if they are to fulfill this promise and replace traditional gasoline vehicles on a large scale, they must meed the needs of the people using them, and consumers must have access to"real-world" information about them. Do they drive as well as gasoline vehicles? Are their refueling stations as convenient as the corner gas station? Can we expect the same reliability that we've come to expect from our gasoline vehicles? How better to answer these questions than to ask the people who are actually running the AFVs? So in 1996, the National Renewable Energy Laboratory (NREL), a U.S. Department of Energy (DOE) national labortory, designed a nationwide study to capture the opinions of federal fleet managers and drivers onthe performance, reliability, driveability, and acceptability of AFVs. NREL put together this short brochure to serve as a "quick look" summaryof the surveys and their results.
Authors: Whalen, P
Revision to Addendum to Mobile Source Enforcement Memorandum 1A
6/1/1998
The purpose of this document is to revise the U.S. Environmental Protection Agency's (EPA's) Addendum to Mobile Source Enforcement Memorandum 1A policy for motor vehicles and motor vehicle engines originally designed to operate on gasoline or diesel fuel and subsequently modified to operate exclusively or in conjunction with compressed natural gas (CNG) or liquefied petroleum gas (LPG or propane).
Using CNG Trucks in National Parks
5/1/1998
The U.S. Department of the Interior (DOI) has successfully introduced cleaner-burning alternative fuel (in particular, compressed natural gas, or CNG) transit vehicles, such as refuse haulers electric trams, to relieve traffic congestion and help to protect the National Park System's (NPS) natural resources and historic sites. As part of this effort, NPS and DOI are working with DOE to implement alternative fuels in heavy trucks to attain goals of environmental sustainability and efficient operation. This report outlines the steps required to put CNG trucks in operation in the NPS fleet.
The Pierce Transit Story Case Study
1/1/1998
In 1986, Pierce Transit made a commitment to the future of the transportation industry and to the environment by deciding to put buses powered by compressed natural gas (CNG) into everyday service. This case study outlines the company's success and how it was achieved.
Running Refuse Haulers on Compressed Natural Gas (Case Study)
11/1/1997
Since 1992, six new refuse haulers have logged more than 60,000 miles--cleaner, quieter miles, with miles with good horsepower and speed as compared to their diesel counterparts. The U.S. Department of Energy sponsors this project. The Alternative Fuels Data Center at DOE's National Renewable Energy Laboratory has been gathering data on these trucks since they went into service.
Addendum to Mobile Source Enforcement Memorandum 1A
9/4/1997
The purpose of this document is to clarify and revise the U.S. Environmental Protection Agency's (EPA's) "tampering" enforcement policy for motor vehicles and motor vehicle engines originally designed to operate on gasoline or diesel fuel and subsequently modified to operate exclusively or in conjunction with compressed natural gas (CNG) or liquefied petroleum gas (LPG or propane).
Round 1 Emissions Test Results from Compressed Natural Gas Vans and Gasoline Controls Operating in the U.S. Federal Fleet
1/1/1996
The first round of emissions testing of light-duty alternative fuel vehicles placed in the U.S. federal fleet under the provisions of the Alternative Motor Fuels Act was recently completed. This undertaking included 75 Dodge B250 vans, of which 37 were dedicated compressed natural gas models, and 38 were standard gasoline controls. Data were collected on regulated exhaust emissions using the federal test procedures, and on a number of other quantities, through a statistically controlled program of investigation. All test vehicles were operated in routine federal service activities under normal working conditions, adhering as closely as possible to Chrysler's prescribed maintenance schedules. The data analysis conducted thus far indicates that the compressed natural gas vehicles exhibit notably lower regulated exhaust emission, on average, than their gasoline counterparts, and that these values are well within U.S. Environmental Protection Agency standards. In addition, lower levels of toxic constituents are emitted by the compressed natural gas vehicles relative to their gasoline counterparts and they produce lower levels of ozone precursors as well. Performance measures include driver acceptance, fuel economy, operational cost, cost and level of maintenance, and emissions output. The most extensive effort of its kind, the AMFA evaluation program targets three alternative fuels - methanol, ethanol, and compressed natural gas (CNG) - and encompasses several different types of vehicles, makes, and models operated in a number of federal service applications at various sites around the country. This paper specifically addresses the emissions performance of light-duty federal fleet AFVs operating on CNG. The data represents solely from Round 1 of a three-round testing program (hence, emissions deterioration is not specifically addressed).
Authors: Kelly, K.;Bailey, B.;Coburn, T.;Eudy, L.;Lissiuk, P.
CleanFleet Final Report Fleet Economics, Vol. 8
12/1/1995
The costs that face a fleet operator in implementing alternative motor fuels into fleet operations are examined. Five alternatives studied in the CleanFleet project are considered for choice of fuel: compressed natural gas (CNG), propane gas, California Phase 2 reformulated gasoline (RFG), M-85, and electricity. The cost assessment is built upon a list of thirteen cost factors grouped into the three categories: infrastructure costs, vehicle owning costs, and operating costs. Applicable taxes are included. A commonly used spreadsheet was adapted as a cost assessment tool. This tool was used in a case study to estimate potential costs to a typical fleet operator in package delivery service in the 1996 time frame. In addition, because electric cargo vans are unlikely to be available for the 1996 model year from original equipment manufacturers (OEMs), the case study was extended to the 1998 time frame for the electric vans. Results of the case study are presented in cents per mile of vehicle travel for the fleet. Several options available to the fleet for implementing the fuels are examined.
Fuel Economy Test Procedures Alternative-Fueled Automobile CAFE Incentives and Fuel Economy Labeling Requirements - Environmental Protection Agency - 40 CFR Part 600
10/1/1995
This final rule amends the fuel economy regulations to include alternative-fueled automobiles. The Alternative Motor Fuels Act (AMFA) of 1988 includes 1993 model year and later alternative-fueled automobiles (passenger automobiles and light trucks) in the Corporate Average Fuel Economy (CAFE) program on a favorable basis to encourage the manufacture of these vehicles. The AMFA provides these CAFE "credits" for automobiles designed to be fueled with methanol, ethanol, other alcohols, natural gas, or dual-fueled automobiles designed to operate on one or more of these alternative fuels and gasoline or diesel fuel. Under the AMFA, these credits are only available for automobiles that meet certain requirements regarding: alternative fuel content (e.g., for alcohol fuels, a minimum of 85 percent by volume alcohol), energy efficiency, and driving range. Neither the AMFA nor the final rule will affect automobiles that do not meet these requirements; such vehicles would not receive the favorable CAFE treatment. Alternative-fueled automobile labeling requirements are also specified in the AMFA. This final rule codifies the requirements of the AMFA in 40 CFR part 600. Recently, AMFA was amended by the Energy Policy Act of 1992, to extend the CAFE credit to automobiles designed to operate on additional types of alternative fuels. However, this final rule does not include these additional alternative fuel types, as they were not included in the CAFE program at the time the NPRM was published and the final rule was developed.
Notes: Text of final rule to be published in the Federal Register
Alternative Fuels In Trucking, Vol. 4, No. 1
7/1/1995
This issue includes articles on: Ford liquefied petroleum gas-powered F-700 may set sales records; California considers fuel specifications; new ultra-safe LPG fueling nozzle; CNG 18-wheeler proves efficient; and alternative fuel alliance forms.
