Leslie Eudy

Fuel Property, Emission Test, and Operability Results from a Fleet of Class 6 Vehicles Operating on Gas-to-Liquid Fuel and Catalyzed Diesel Particle Filters

A fleet of six 2001 International Class 6 trucks operating in southern California was selected for an operability and emissions study using gas-to-liquid (GTL) fuel and catalyzed diesel particle filters (CDPF). Three vehicles were fueled with CARB specification diesel fuel and no emission control devices (current technology), and three vehicles were fueled with GTL fuel and retrofit with Johnson Mattheys CCRT diesel particulate filter. No engine modifications were made.

FTP EMISSIONS TEST RESULTS FROM FLEXIBLE-FUEL METHANOL DODGE SPIRITS AND FORD ECONOLINE VANS

The first round of emissions testing of flexible fuel methanol vehicles from the U.S. federal fleet was completed in 1995. The vehicles tested include 71 flexible fuel M85 1993 Dodge Spirits, 16 flexible fuel 1994 M85 Ford Econoline Vans, and a similar number of standard gasoline Dodge Spirits and E150 Ford Econoline Vans. Results presented include a comparison of regulated exhaust and evaporative emissions and a discussion of the levels of air toxins, and the ozone-forming potential (OFP) of the measured emissions. Three Private Emissions Laboratories Tested Vehicles Taken From The General population of federal fleet vehicles in the Washington D.C., New York City, Detroit, Chicago, and Denver metropolitan regions. Testing followed the standard U.S. Environmental Protection Agency’s Federal Test Procedures (FTPs) and detailed fuel changeover procedures as developed in the Auto/Oil Air Quality Improvement Research Program. Flexible fuel vehicles (FFVs) were tested using fuels consisting of 85% methanol to 15% gasoline (M85), 50% methanol to 50% gasoline (M50), and California Phase 2 reformulated gasoline (RFG). All vehicle/fuel combinations showed emissions well below the certification standards (including the more stringent Tier I standards). At these levels, the magnitude of the fuel-tofuel differences in emissions from FFVs was relatively low. In general, there appeared to be a small drop in non-methane hydrocarbons (NMHCs), and carbon monoxide (CO), and an increase in oxides of nitrogen (NOx) for M85 compared to the same vehicles tested on RFG. The OFP (expressed in grams of ozone per mile) from the M85 tests were 40% to 50% lower than the RFG tests performed on the Dodge Spirits and Ford Econoline vans. The M85 tests also showed lower levels of benzene and 1,3-butadiene but increased formaldehyde.

SunLine Transit Agency Hydrogen-Powered Transit Buses: Evaluation Results Update

This report provides an update on the evaluation results for hydrogen and CNG-fueled buses opertating at SunLine Transit Agency in California.

Light-Duty Alternative Fuel Vehicles: Federal Test Procedure Emissions Results

In support of the U.S. Department of Energys development and deployment of alternative fuels for environmental and national security reasons, NREL has managed a series of light-duty vehicle emissions tests on alternative fuel vehicles (AFVs). The purpose of this report is to give a detailed evaluation of the final emissions test results on vehicles tested on methanol, ethanol, and compressed natural gas.

Foothill Transit Battery Electric Bus Demonstration Results

NOTICE This report was prepared as an account of work sponsored by an agency of the United States government. Neither the United States government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States government or any agency thereof. The views and opinions of authors expressed herein do not necessarily state or reflect those of the United States government or any agency thereof. Acknowledgments This evaluation at Foothill Transit would not have been possible without the support and cooperation of many people. The authors thank the following individuals: Ah amp-hours BEB battery electric bus CARB California Air Resources Board CNG compressed natural gas DGE diesel gallon equivalent DOE U.S. Department of Energy ESS energy storage system FCEB fuel cell electric bus ft feet FTA Federal Transit Administration GGE gasoline gallon equivalent GVWR gross vehicle weight rating hp horsepower HVAC heating, ventilation, and air conditioning in. inches kg kilograms kW kilowatts kWh kilowatt hours lb pounds MBRC miles between roadcalls mph miles per hour NREL National Renewable Energy Laboratory PMI preventive maintenance inspection psi pounds per square inch PTC Pomona Transit Center SI International System of Units SOC state of charge TIGGER Transit Investments for Greenhouse Gas and Energy Reduction TRL technology readiness level ZBus zero emission bus v This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications. Availability: The number of days the buses are actually available compared to the days that the buses are planned for operation expressed as percent availability. Clean point: For each evaluation, NREL works with the project partners to determine a starting point—or clean point—for the data analysis period. The clean point is chosen to avoid some of the early and expected operations problems with a new vehicle going into service, such as early maintenance campaigns. In some cases, reaching the clean point may require 3 to 6 months of operation before the evaluation can start. Deadhead: The miles and hours that a vehicle travels when out of revenue …

SunLine Transit Agency Advanced Technology Fuel Cell Bus Evaluation: Third Results Report

This report describes operations at SunLine Transit Agency for their newest prototype fuel cell bus and five compressed natural gas (CNG) buses. In May 2010, SunLine began operating its sixth-generation hydrogen fueled bus, an Advanced Technology (AT) fuel cell bus that incorporates the latest design improvements to reduce weight and increase reliability and performance. The agency is collaborating with the U.S. Department of Energys (DOE) National Renewable Energy Laboratory (NREL) to evaluate the bus in revenue service. NREL has previously published two reports documenting the operation of the fuel cell bus in service. This report provides a summary of the results with a focus on the bus operation from July 2011 through January 2012.

Round 1 Emissions Test Results from Compressed Natural Gas Vans and Gasoline Controls Operating in the U.S. Federal Fleet

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. Fuel economy results were also recorded. 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 emissions, 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—both characteristics that are highly desirable in contemporary transportation fuels. The compressed natural gas vehicles obtain slightly lower fuel economy than their gasoline counterparts on an energy equivalent basis. To promote the use of alternative fuels and development of an alternative fuel vehicle (AFV) industry, the Alternative Motor Fuels Act (AMFA) of 1988 requires the U.S. federal fleet to include as many AFVs as practicable. The Energy Policy Act (EPACT) of 1992 tightened the requirements for the federal fleet, requiring new vehicle purchases to be comprised of an increasing percentage of AFVs, up to a maximum of 75%, by 1999. The U.S. Department of Energy is responsible for tracking and reporting the performance of these vehicles on an annual basis to facilitate ongoing evaluation of AFV technology, and for assessing the viability of AFVs in commercial and private applications. 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. Light-duty passenger cars, vans, and trucks are included, along with school buses, transit buses, and heavy-duty trucks. The earliest AMFA vehicles have been in service since 1991. One of the objectives of the AMFA light-duty test program is to compare the emissions of AFVs in actual service to those of otherwise identical vehicles operating on conventional fuel. Detection of emissions deterioration as a result of age and use is of particular interest. In all cases, reformulated gasoline (RFG) is used as the basis of comparison in laboratory tests. This paper specifically addresses the emissions performance of light-duty federal fleet AFVs operating on CNG. The information reported here covers emissions test results from 75 Dodge RAM B250 vans, 37 of which are dedicated CNG models, with the remaining 38 being standard gasoline versions (controls). The data represents results solely from Round 1 of a three-round testing program (hence, emissions deterioration is not specifically addressed).

Alameda-Contra Costa Transit District (AC Transit) Fuel Cell Transit Buses: Third Evaluation Report and Appendices

This report describes operations at Alameda-Contra Costa Transit district for three protoype fuel cell buses and six diesel buses operating from the same location.

Connecticut Transit (CTTRANSIT) Fuel Cell Transit Bus: Second Evaluation Report and Appendices

This report describes operations at Connecticut Transit (CTTRANSIT) in Hartford for one prototype fuel cell bus and three new diesel buses operating from the same location. The evaluation period in this report (January 2008 through February 2009) has been chosen to coincide with a UTC Power propulsion system changeout that occurred on January 15, 2008.

Connecticut Transit (CTTRANSIT) Fuel Cell Transit Bus: Preliminary Evaluation Results

This report provides preliminary results from a National Renewable Energy Laboratory evaluation of a protoptye fuel cell transit bus operating at Connecticut Transit in Hartford. Included are descriptions of the planned fuel cell bus demonstration and equipment; early results and agency experience are also provided.