Category Archives: Transportation

Armored Trucks get Natural Gas & Electric Plug-in Hybrid Conversion to Reduce Emissions by 99.9% & Big Fuel Economy

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Efficient Drivetrains and American Repower are partnering to convert a fleet of six armored vans to run on compressed natural gas with a plug-in hybrid.

Sourced through Scoop.it from: www.autoblog.com

>”When hauling around massive amounts of money and valuables around Southern California, security is generally a much bigger concern than fuel economy. However, the need for vehicles to become more efficient is hitting every segment, even armored vans. That’s why Efficient Drivetrains Inc. and North American Repower are teaming up to convert six of these 26,000-pound behemoths run on natural gaswith a plug-in hybrid offering additional help. The first one should be hauling riches for Sectran Security around Los Angeles in 2016.

All three companies are already positioning the upcoming conversion as a win-win solution to current issues. The armored vehicles can still do their job of hauling money around the LA area but with a claimed 99.9 percent reduction in emissions from the current diesel engines. Generally, the vans make frequent stops while at work but must stay running for security reasons. This can potentially run afoul of California’s rule not to let diesels idle more than five minutes. With this upcoming version, drivers will be able to go electrically between stops and then will use the natural gas when cruising.

This work combines the strengths of both firms working on these vehicles. North American Repower already specializes in natural gas engine management and conversions, and Efficient Drivetrains is very familiar with the world of plug-ins. The funding for the project includes a $3-million grant from the California Energy Commission, plus the same amount in private funds.”<

[…]

>”Press Release:

North American Repower and Efficient Drivetrains, Inc. to Deliver First PHEV-RNG Armored Truck
Collaboration reduces emissions by 99.9 percent

OCEANSIDE, Calif. & MILPITAS, Calif.–(BUSINESS WIRE)–Two global leaders in developing and manufacturing advanced transportation vehicles have teamed up to manufacture a first-of-its-kind fleet of Class-5 armored vehicles that combine the benefits of Renewable Natural Gas (RNG) and zero emission Plug-In Hybrid Electric Vehicle (PHEV) technology.

“We’re excited to be partnering with EDI on this breakthrough innovation”

North American Repower—California’s leading natural gas engine management and conversion technology company— and Efficient Drivetrains, Inc.—a global leader in developing high-efficiency Plug-in Hybrid Electric Vehicle solution—will convert a fleet of six 26,000 pound, Class-5 medium-duty armored vehicles operated by Sectran Security into PHEV vehicles that run on electricity and renewable natural gas—known as “Zero Emission with Range Extension” vehicles. The collaboration supports the dramatic acceleration in California toward a zero emissions environment. Today, the Sectran Security trucks make frequent stops as part of their highly congested urban routes. At each stop, the engines are kept idling for security purposes, but now risk violating California’s strict diesel idling regulations, which prohibit idling the engine for more than five minutes. With the modernized trucks, Sectran can completely eliminate engine idling by operating in all-electric mode during stop-and-go operations on urban routes and in hybrid-mode during highway operations. When complete, the vehicles possess impressive performance statistics—the demonstration trucks will enable Sectran to reduce annual diesel consumption by 31,000+ gallons, significantly reduce annual fuel costs, and reduce emissions by 99.9 percent. […]”<

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Airplane Contrails Boost Global Warming by Trapping Earth’s Heat Energy

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The warming effects of aircraft vapor trails could be eased with fewer night flights, especially during winter, the report says.

Sourced through Scoop.it from: news.nationalgeographic.com

>” […]

Nicola Stuber, first author of the study, to be published in tomorrow’s edition of the journal Nature, suggests that contrails’ overall impact on climate change is similar in scope to that of aircrafts’ carbon dioxide (CO2) emissions over a hundred-year period.

Aircraft are believed to be responsible for 2 to 3 percent of human CO2 emissions. Like other high, thin clouds, contrails reflect sunlight back into space and cool the planet.

However, they also trap energy in Earth’s atmosphere and boost the warming effect, the study says. […]

Contrails are artificial clouds that form around the tiny aerosol particles in airplane exhaust.

They appear only in moist, very cold (less than 40ºF/4ºC) air—usually at altitudes of 5 miles (8 kilometers) or higher.

Some contrails can last for a day or longer, though they gradually disperse and begin to resemble natural clouds.

Contrails Mystery Scientists disagree about the extent of contrails’ climate impact.

“The jury is out on the impact of contrails,” said Patrick Minnis, an atmospheric scientist at NASA’s Langley Research Center in Langley, Virginia.

David Travis, a climatologist at the University of Wisconsin-Whitewater, notes that some recent studies suggest that contrails have little impact on global climate change but have a greater regional warming impact.

“I prefer to think of contrails as a regional-scale climate problem, as they are most common in certain regions of the world, such as western Europe, eastern and central U.S., and parts of eastern Asia,” he said.

“This is due to a combination of dense air traffic in these areas and favorable atmospheric conditions to support contrail persistence once they form.”

Because of their locations and short life spans, contrails are a difficult study subject.

“The greatest impediment to understanding the contrail impacts on weather and climate is the poor state of knowledge of humidity in the upper troposphere [3.8 to 9.3 miles/6 to 15 kilometers in altitude],” NASA’s Minnis said.

“Until we can measure it properly and extensively, and model it and its interaction with cirrus clouds and contrails, we will continue to have large uncertainties about the effect of contrails.”

Winter is Contrail Season

At the high altitudes favored by commercial airlines, the air is much more humid in winter, so contrails are twice as likely in that season, study co-author Stuber said.

“We also found that flights between December and February contribute half of the annual mean climate warming, even though they account for less than a quarter of annual air traffic,” she said of her U.K.-based research.

Study leader Piers Forster, of England’s University of Leeds, suggests that contrails’ current impact on the atmosphere is likely to increase as air traffic grows. […]”<

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Jet Contrails Worse for Climate Change Than Aircraft Carbon Emissions

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By John Timmer, Ars Technica

Air travel has come under fire for its potential contributions to climate change. Most people probably assume that its impact comes through carbon emissions, given that aircraft burn significant amounts of fossil fuel to stay aloft. But the carbon released by air travel remains a relatively minor part of the…

Sourced through Scoop.it from: www.wired.com

>” […]Others include the emissions of particulates high in the atmosphere, the production of nitrogen oxides and the direct production of clouds through contrail water vapor.

Over time, these thin lines of water evolve into “contrail cirrus” clouds that lose their linear features and become indistinguishable from the real thing.

Although low-altitude clouds tend to cool the planet by reflecting sunlight, high-altitude clouds like cirrus have an insulating effect and actually enhance warming.

To figure out the impact of these cirrus clouds, the authors created a module for an existing climate model (theECHAM4) that simulated the evolution of aircraft-induced cirrus clouds (they could validate some of the model’s output against satellite images of contrails).

They found hot spots of these clouds over the United States and Europe, as well as the North Atlantic travel corridor.

Smaller affects were seen in East Asia and over the northern Pacific. Over central Europe, values peaked at about 10 percent, in part because the output of the North Atlantic corridor drifted in that direction.

On their own, aircraft-generated cirrus produces a global climate forcing of about 40 milliwatts per square meter. (In contrast, the solar cycle results in changes of about a full watt/M2.)

But these clouds suppressed the formation of natural cirrus clouds, which partially offset the impact of the aircraft-generated ones, reducing the figure to about 30 mW/M2. That still leaves it among the most significant contribution to the climate produced by aircraft.

Some reports have suggested we might focus on makingengines that emit less water vapor, but the water is a necessary byproduct of burning hydrocarbon.

We’ll almost certainly be accomplishing that as a result of rising fuel prices, and will limit carbon emissions at the same time.

The nice thing is that, in contrast to the long atmospheric lifespan of CO2, if we can cause any changes in cloud formation, they’ll have an impact within a matter of days. […]”<

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E.P.A. Proposal to Regulate GHG Emissions and Fuel Economy for HD Trucks

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The Environmental Protection Agency is expected to propose rules requiring heavy trucks to increase their fuel economy by up to 40 percent by 2027.

Sourced through Scoop.it from: www.nytimes.com

>” […] This week, the E.P.A. is expected to propose regulations to cut greenhouse gas emissions from heavy-duty trucks, requiring that their fuel economy increase up to 40 percent by 2027, compared with levels in 2010, according to people briefed on the proposal. A tractor-trailer now averages five to six miles a gallon of diesel. The new regulations would seek to raise that average to as much as nine miles a gallon. A truck’s emissions can vary greatly, depending on how much it is carrying.

The hotly debated rules, which cover almost any truck larger than a standard pickup, are the latest in a stack of sweeping climate change policy measures on which President Obama hopes to build his environmental legacy. Already, his administration has proposed rules to cut emissions from power plants and has imposed significantly higher fuel efficiency standards on passenger vehicles.

The truck proposals could cut millions of tons of carbon dioxide pollution while saving millions of barrels of oil. Trucks now account for a quarter of all greenhouse gas emissions from vehicles in the United States, even though they make up only 4 percent of traffic, the E.P.A. says.

But the rules will also impose significant burdens on America’s trucking industry — the beating heart of the nation’s economy, hauling food, raw goods and other freight across the country.

It is expected that the new rules will add $12,000 to $14,000 to the manufacturing cost of a new tractor-trailer, although E.P.A. studies estimate that cost will be recouped after 18 months by fuel savings.

Environmental advocates say that without regulation, the contribution of American trucks to global warming will soar.

“Trucking is set to be a bad actor if we don’t do something now,” Jason Mathers, head of the Green Freight program at the Environmental Defense Fund.

But some in the trucking industry are wary.

“I’ll put it this way: We told them what we can do, but they haven’t told us what they plan to do,” said Tony Greszler, vice president for government relations for Volvo Group North America, one of the largest manufacturers of big trucks. “We have concerns with how this will play out.”

The E.P.A., along with the National Highway Traffic Safety Administration, began its initial phase of big truck fuel economy regulation in 2011, and those efforts have been widely seen within the industry as successful. But meeting the initial standards, like using more efficient tires, was not especially difficult by comparison. […]”

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The Hidden Costs of Fossil Fuel Dependency

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It is estimated that 80 to 85 percent of the energy consumed in the U.S. is from fossil fuels. One of the main reasons given for continuing to use this energy source is that it is much less expensive than alternatives. The true cost, however, depends on what you include in the calculation, and there are so many costs not figured in the bills we pay for energy.

Source: www.huffingtonpost.com

>” […] Just last week, on May 19, a pipeline rupture caused over 100,000 gallons to spill into Santa Barbara waters. The channel where the spill occurred is where warm water from the south mixes with cold water from the north, creating one of most bio-diverse habitats in the world, with over 800 species of sea creatures, from crabs and snails to sea lions and otters, and a forest of kelp and other undersea plants; it’s also a place through which 19,000 gray whales migrate this time each year. […]

Hidden Costs of Using Fossil Fuels for Energy

It is estimated that 80 to 85 percent of the energy consumed in the U.S. is from fossil fuels. One of the main reasons given for continuing to use this energy source is that it is much less expensive than alternatives. The true cost, however, depends on what you include in the calculation. According to the Union of Concerned Scientists, there are so many costs not figured in the bills we pay for energy. The following includes just some of them:

  1. Human health problems caused by environmental pollution.
  2. Damage to the food chain from toxins absorbed and passed along.
  3. Damage to miners and energy workers.
  4. Damage to the earth from coal mining and fracking.
  5. Global warming caused by greenhouse gasses.
  6. Acid rain and groundwater pollution.
  7. National security costs from protecting oil sources and from terrorism (some of which is financed by oil revenues).

Additional Costs From Continued Subsidies

That’s not all. In addition to the above costs, each and every U.S. taxpayer has been subsidizing the oil industry since 1916, when the oil depletion allowance was instituted. Government subsidies in the U.S. are estimated to be between $4 billion and $52 billion annually. The worldwide figure is pegged between $775 billion and $1 trillion. Why don’t oil and gas companies and governments around the world divert at least some of these subsidies to invest in alternative clean energy sources? Rather than invest in the depleting and damaging energy sources of the past, isn’t it time to look to the future and stop “kicking the can down the road”?

More Hidden Costs

While some call it an urban legend, others say quite emphatically that the oil industry conspired with the automobile industry and other vested interests to put streetcars out of business so that people would be forced to use automobiles and buses to get from point A to B — selling more automobiles, tires, fuel, insurance, etc. Fact or fiction, many big cities (and especially Los Angeles, where alternatives are sparse) are choking from traffic gridlock. The first study on this subject determined that traffic congestion robbed the U.S. economy of $124 billion in 2013. That’s an annual cost of $1,700 per household. This is expected to waste $2.8 trillion by 2030 if we do not take immediate measures to reverse the situation. For those who are skeptical, visit Los Angeles and try to drive around. Even with Waze, much more time and energy is wasted sitting in traffic than you could ever imagine. A commute that formerly took five to 10 minutes can now take upwards of an hour.

There Is a Solution

The solution to many of the problems related to gridlock, damage to the environment and human health includes the following:

  1. Clean energy and storage. […]
  2. More effective and efficient transportation (clean and safe mass transit […]
  3. Better marketing of, and accounting for, the true cost of the alternatives.
  4. Investment to do it.
  5. Political vision and will to transparently tell the truth and make the investment.

Doing the Right Thing Is Rarely Easy

While what is most worthwhile is rarely easy, it is necessary for the planet and living things that call it home.  […]”<

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Nonpetroleum share of transportation fuel energy at highest level since 1954

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“In the United States, petroleum is by far the most-consumed transportation fuel. But recently the share of fuels other than petroleum for U.S. transportation has increased to its highest level since 1954, a time when the use of coal-fired steam locomotives was declining and automobile use was growing rapidly.”

Source: www.eia.gov

>” […] After nearly 50 years of relative stability at about 4%, the nonpetroleum share started increasing steadily in the mid-2000s, reaching 8.5% in 2014. Of the nonpetroleum fuels used for transportation, fuel ethanol has grown most rapidly in recent years, increasing by nearly one quadrillion British thermal units (Btu) between 2000 and 2014. Nearly all of the ethanol consumed was blended into gasoline in blends of 10% or less, but a small amount was used in vehicles capable of running on higher blends as the availability of those flexible-fuel vehicles grew. Consumption of biodiesel, most of it blended into diesel fuel for use in trucks and buses, grew to more than 180 trillion Btu by 2014.

In 2014, transportation use of natural gas reached a historic high of 946 trillion Btu, 3.5% of all natural gas used in the United States. Transportation natural gas is mostly used in the operation of pipelines, primarily to run compressor stations and to deliver natural gas to consumers. Natural gas used to fuel vehicles, although a much smaller amount, has more than doubled since 2000.

Electricity retail sales to the transportation sector grew more than 40% from 2000 through 2014, although sales have declined slightly since 2007. Electricity for transportation is mostly sold to railroads and railways. However, this increase does not include the consumption of electricity in electric vehicles that are not used in mass transit, because charging stations for these types of vehicles are likely associated with meters on residential, commercial, or industrial customer sites where this specific use may not be differentiated from other uses. […]”<

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Potential of liquefied natural gas use as a railroad fuel

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Source: www.eia.gov

>” […]  Continued growth in domestic natural gas production, along with substantially lower natural gas spot prices compared to crude oil, is reshaping the U.S. energy economy and attracting considerable interest in the potential for fueling freight locomotives with liquefied natural gas (LNG). While there is significant appeal for major U.S. railroads to use LNG as a fuel for locomotives because of its potentially favorable economics compared with diesel fuel, there are also key uncertainties as to whether, and to what extent, the railroads can take advantage of this relatively cheap and abundant fuel.

Freight railroads and the basic economics of fuel choice  Major U.S. railroads, known commonly as Class 1 railroads, are defined as line-haul freight railroads with certain minimum annual operating revenue. Currently, that classification is based on 2011 operating revenue of $433.2 million or more [1]. While there are 561 freight railroads operating in the United States, only seven are defined as Class 1 railroads. The Class 1 railroads account for 94% of total freight rail revenue [2]. They haul large amounts of tonnage over long distances, and in the process they consume significant quantities of diesel fuel. In 2012, the seven Class 1 railroads consumed more than 3.6 billion gallons (gal) of diesel fuel [3], amounting to 10 million gal/day and representing 7% of all diesel fuel consumed in the United States. […]

The large differential between crude oil and natural gas commodity prices translates directly into a significant disparity between projected LNG and diesel fuel prices, even after accounting for natural gas liquefaction costs that exceed refining costs. […]

Given the difference between LNG and diesel fuel prices in the Reference case, railroads that switch locomotive fuels could accrue significant fuel cost savings. Locomotives are used intensively, consume large amounts of fuel, and are kept in service for relatively long periods of time. The net present value of future fuel savings across the Reference case projection for an LNG locomotive compared to a diesel counterpart is well above the roughly $1 million higher cost of the LNG locomotive and tender (Figure IF3-3).  […]

Relatively large changes in assumptions used to evaluate investments in LNG locomotives (such as a significantly shorter payback period or much higher discount rate) or in fuel prices would be required to change LNG fuel economics for railroad use from favorable to unfavorable. […] “<

 

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Applying Intelligent Efficiency to the Transportation Sector

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A new report from ACEEE, Energy Savings from Information and Communications Technologies in Personal Travel,estimates that aggressively incorporating a handful of ICT strategies could reduce energy consumption in transportation by almost 13% by 2030.

Source: aceee.org

>” […] Intelligent efficiency is the use of information and communications technologies (ICT) to improve the overall productivity and efficiency of a given sector.

In transportation, intelligent efficiency can affect the way we travel by providing us with real-time feedback and information on fuel economy, making it easier for us to use alternatives to driving such as public transit and bicycles, and by moving traffic away from peak travel times and consolidating travelers into fewer vehicles.

[…] The strategies discussed in the report include:

  • Car and bike sharing
  • Real-time transit information
  • In-vehicle feedback
  • Vehicle-to-vehicle communications and driver assist applications
  • ICT-based transportation demand management programs (TDM)

The report aims to provide readers with a sense of the relative magnitude of energy savings possible from these strategies, and is by no means a definitive overall estimate. ICT could be incorporated in many additional ways in the transportation sector. The strategies described here are simply the tip of the iceberg when it comes to implementation. Studies from Europe have shown that reductions could be as high as 26% if we consider the whole universe of strategies and options. […]”<

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Organic Rankine Cycle (ORC) Heat Recovery Technology For Ships

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The company has developed a marine Organic Rankine Cycle (ORC) system for waste heat recovery and power generation that could reduce fuel consumption by up to 10%.

Source: www.motorship.com

“> […] Enertime’s ORC system produces between 500kW and 1MW of electrical power depending on the available amount of heat. The unit is based on a tailor-made axial turbine and is specifically designed to work in the marine environment. The development work has involved shipyards, shipowners and a classification society, says Mr David.

“Compared to a steam power cycle, ORC systems need very low maintenance, display good part-load efficiency, high availability and can be operated without permanent monitoring,” he said. “Daily operation and maintenance can be carried out without specific qualification.”

The ORC system can work with any kind of heat source. The unit can recover heat from a number of different sources singly or in combination including low-temperature jacket cooling from engines, steam or thermal oil systems and pressurised hot water. Exhaust gas from engines or auxiliaries is the main available heat on board ships, and it can be collected through an exhaust gas heat exchanger and brought to the ORC unit using steam, pressurised water or thermal oil. […]

The ORC layout is flexible and the unit can also be installed as a retrofit where it is possible to adapt the layout of the machinery to specific constraints by splitting it on different levels, for example.

“This kind of system would be very interesting for bulk carriers, small to medium size oil tankers, ferry boats, small container ships… with payback time between two to five years,” […]”<

 

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European Airlines Contracts Biofuel Supplier For Biofuel Powered Flights

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SAS has, along with the Lufthansa Group and KLM, signed an agreement with Statoil Aviation for a regular supply of 2.5 million liters (660,430 gallons) of biofuel at Oslo Airport, allowing the airport to offer a regular supply of biobased fuel.

Source: biomassmagazine.com

>” […] Via an agreement signed with Avinor and the above named airlines, Statoil Aviation is to supply 2.5 million liters (660,430 gallons) of biofuel to the refueling facility at Oslo Airport. With a 50 percent biofuel mix, this will fuel around 3,000 flights between Oslo and Bergen and make OSL the first major airport in the world to offer a regular supply of biofuel as part of daily operations from March 2015. […]

SAS aims to use synthetic fuel on an increasingly regular basis in the next few years, and expects biofuel to become competitive with the fossil fuel alternative. For this to happen, a general environment and tax policy will be required from governments, based on aviation being a form of internationally competitive public transport with thin profit margins.”<

 

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