Ultra Low Emission Transit Buses - 4.27.2010 - Richard Thompsoncahouser
The document discusses several technologies for ultra-low emission transit buses, including hydrogen fuel cell buses, battery electric buses, and hybrid options. It provides an overview of demonstration projects underway in Texas to evaluate these technologies in real-world transit bus operation and infrastructure development. Key partners include Capital Metro, the University of Texas Center for Electromechanics, and Proterra. The goals are to advance zero-emissions bus technologies and hydrogen fueling infrastructure to support broader commercial acceptance and adoption.
The document discusses BMT TITRON's capabilities in compressed natural gas (CNG) and liquefied natural gas (LNG) management technologies. It describes several CNG and LNG vessel designs ranging from 20MMscf to 250MMscf CNG carriers and 3,750m3 to 13,000m3 and up to 40,000m3 LNG carriers. It also mentions experience in bulk carriers, oil and gas processing, pipelines, and consulting. BMT TITRON works with major technology partners on vessel designs and systems to transport CNG and LNG by sea.
This document discusses the use of liquefied natural gas (LNG) as a fuel for trucks. It notes that LNG produces 30% fewer tailpipe carbon emissions than diesel fuel and represents a significant cost savings. While LNG is more dense than compressed natural gas (CNG), allowing for better vehicle range, it also requires more expensive infrastructure and vehicle modifications. The document outlines factors to consider when choosing between LNG and CNG, such as vehicle costs, engine types, weight and space requirements, and fuel availability. It predicts increasing adoption of LNG trucks and fueling stations in coming years, driven by economic benefits and pressure from shippers, with natural gas potentially displacing 12% of diesel fuel used for trucks
This document provides a summary of a presentation on recommended practices for compressed natural gas (CNG) fueling station design, construction, and operation. It discusses the purpose and scope of the project to compile industry best practices related to CNG stations. It also previews deliverables that will be provided on CD/web formats, including a CNG primer manual, code official's handbook, and procedures for fueling buses. Potential best practices topics are brainstormed, such as fueling procedures, filtration, control systems, station layout and redundancy.
This document discusses California's plans to develop hydrogen fueling infrastructure to support fuel cell electric vehicles (FCEVs). It notes that 68 initial hydrogen stations are needed to enable an FCEV market launch, and 100 stations will be needed to support market growth. Recent legislation guarantees $20 million annually through 2023 to achieve 100 stations. As of 2014, 9 stations were open, 19 were under development, and funding was proposed for 28 additional stations. The California Energy Commission has provided over $90 million for hydrogen infrastructure projects. Various state agencies and organizations are working collaboratively to support the development of hydrogen fueling stations and FCEVs in California.
Learn about the basics of compressed natural gas (CNG) and liquefied natural gas (LNG) as transportation fuels. A presentation will be made from station installers and users of LNG. Lastly, hear about current incentives for fleets when purchasing CNG or LNG vehicles.
130718 ditmeyer natural gas locomotives - trb Stephanie Camay
This document discusses natural gas locomotives and summarizes several key points:
1) Natural gas locomotives require systems to carry and deliver liquefied natural gas (LNG) fuel, with tender cars generally needed for road locomotives and belly tanks preferred for switchers.
2) There are different approaches for converting diesel locomotive engines to run on natural gas, including low-pressure direct injection and fumigation systems.
3) Past demonstration programs of natural gas locomotives showed the technology can work successfully in revenue service, but wider adoption requires further development of fueling infrastructure and education.
Ultra Low Emission Transit Buses - 4.27.2010 - Richard Thompsoncahouser
The document discusses several technologies for ultra-low emission transit buses, including hydrogen fuel cell buses, battery electric buses, and hybrid options. It provides an overview of demonstration projects underway in Texas to evaluate these technologies in real-world transit bus operation and infrastructure development. Key partners include Capital Metro, the University of Texas Center for Electromechanics, and Proterra. The goals are to advance zero-emissions bus technologies and hydrogen fueling infrastructure to support broader commercial acceptance and adoption.
The document discusses BMT TITRON's capabilities in compressed natural gas (CNG) and liquefied natural gas (LNG) management technologies. It describes several CNG and LNG vessel designs ranging from 20MMscf to 250MMscf CNG carriers and 3,750m3 to 13,000m3 and up to 40,000m3 LNG carriers. It also mentions experience in bulk carriers, oil and gas processing, pipelines, and consulting. BMT TITRON works with major technology partners on vessel designs and systems to transport CNG and LNG by sea.
This document discusses the use of liquefied natural gas (LNG) as a fuel for trucks. It notes that LNG produces 30% fewer tailpipe carbon emissions than diesel fuel and represents a significant cost savings. While LNG is more dense than compressed natural gas (CNG), allowing for better vehicle range, it also requires more expensive infrastructure and vehicle modifications. The document outlines factors to consider when choosing between LNG and CNG, such as vehicle costs, engine types, weight and space requirements, and fuel availability. It predicts increasing adoption of LNG trucks and fueling stations in coming years, driven by economic benefits and pressure from shippers, with natural gas potentially displacing 12% of diesel fuel used for trucks
This document provides a summary of a presentation on recommended practices for compressed natural gas (CNG) fueling station design, construction, and operation. It discusses the purpose and scope of the project to compile industry best practices related to CNG stations. It also previews deliverables that will be provided on CD/web formats, including a CNG primer manual, code official's handbook, and procedures for fueling buses. Potential best practices topics are brainstormed, such as fueling procedures, filtration, control systems, station layout and redundancy.
This document discusses California's plans to develop hydrogen fueling infrastructure to support fuel cell electric vehicles (FCEVs). It notes that 68 initial hydrogen stations are needed to enable an FCEV market launch, and 100 stations will be needed to support market growth. Recent legislation guarantees $20 million annually through 2023 to achieve 100 stations. As of 2014, 9 stations were open, 19 were under development, and funding was proposed for 28 additional stations. The California Energy Commission has provided over $90 million for hydrogen infrastructure projects. Various state agencies and organizations are working collaboratively to support the development of hydrogen fueling stations and FCEVs in California.
Learn about the basics of compressed natural gas (CNG) and liquefied natural gas (LNG) as transportation fuels. A presentation will be made from station installers and users of LNG. Lastly, hear about current incentives for fleets when purchasing CNG or LNG vehicles.
130718 ditmeyer natural gas locomotives - trb Stephanie Camay
This document discusses natural gas locomotives and summarizes several key points:
1) Natural gas locomotives require systems to carry and deliver liquefied natural gas (LNG) fuel, with tender cars generally needed for road locomotives and belly tanks preferred for switchers.
2) There are different approaches for converting diesel locomotive engines to run on natural gas, including low-pressure direct injection and fumigation systems.
3) Past demonstration programs of natural gas locomotives showed the technology can work successfully in revenue service, but wider adoption requires further development of fueling infrastructure and education.
Gas Technology Institute & Kwik Trip - Station Installation Guidelines for CNGWisconsin Clean Cities
Are you interested in the station installation guidelines for CNG? Learn about the basics guidelines, processes, and experiences of installing a CNG station.
Marathon Technical Services - CNG Station PrimerETCleanFuels
The document provides an overview of the key considerations for designing a compressed natural gas (CNG) fueling station, including accurately projecting fuel demand based on fleet data, determining the appropriate station type (time fill, cascade, or buffer) to meet fueling needs, ensuring sufficient gas supply and pressure from the utility, including necessary equipment like dryers, compressors, storage vessels, and dispensers, any building modifications required, applicable safety codes and permitting processes, and common contracting approaches for station construction.
The document provides an overview of the Qatargas II project to supply liquefied natural gas (LNG) from Qatar to the United Kingdom. Key points include that Qatar Petroleum and ExxonMobil signed an agreement in 2002 to supply two LNG trains to the UK using Qatar's large natural gas reserves and new cost-effective technologies. The project will use large 7-8 MTA LNG trains and 200,000 cubic meter LNG carriers to gain economies of scale and access new markets competitively.
1) The Bank Station Capacity Upgrade Project aimed to increase capacity and reduce journey times at Bank Station due to accelerating passenger growth exceeding 1.17 billion passengers per year by 2026.
2) An innovative contractor engagement (ICE) procurement model was used where contractors were given all project information upfront and evaluated based on their proposed solutions, rather than just cost. This led to an improved winning proposal.
3) The winning proposal included innovations like a 94m moving walkway, triple escalators everywhere, and a simpler power relocation scheme, reducing blockade time. Modelling showed vast improvements to journey times and congestion relief over the original scheme.
* We have a technology called the VIRTUAL PIPELINE TECHNOLOGY (VPT) - captures flared gas, stranded gas, associate gas (dry or wet - explained in the slide) at any given pressure, processes it, transport and supply the gas at the preferred discharge pressure. Our tubes carries a minimum of 550mscf (could carry more if the road is good and can take the weight). It can also pick up gas from existing pipelines and deliver gas to pipeline disconnected areas.
* Modular Power Plant (minimum of 1.5MW) and can be co-generated (power and steam/hot water).
INSIGHT: building a gigantic MW plants that will take 4 - 5 years to achieve also not considering where the source of feedstock is has been a major problem in West Africa.
Meanwhile, TEI can build modular plants (1.5MW each) 6MW plants + VPT within 6 - 9 months and could have 100 different locations (600MW) over a period of time serving numerous locations, and make the return on your investments within a year or 16 - 18 months as the case may be (depending on the distance from feedstock and discharge pressure) yet achieving the same purpose (or even more) in a significant less amount of time as any stand alone 500MW which will just be concluded in the 4th or 5th year talk less of when the breakeven point will be.
Also, if one station goes out, it does not affect the other 99 plants/stations hence providing light/electricity to a wider range. Another better advantage of our VPT and modular plants and why we are better than any product on earth as of today. So robust, you can deploy in the rural areas.
* Modular Gas Storage - For contingent supplies, we can build modular storage facility (such as a farm tanks) with storage capacity of 7.5mmscf/d and could increase in the same module. It is very scalable in that, other than the fact that we can move it from a location to another, we could also convert the modules to a gas transportation/supply cylinders attached to trucks.
* Modular Gas Separator - used to extract by-products of natural gas in small quantities. Methane to power turbines, Propane for cooking, Butane, LNG, etc. are other by-products we can help monitize...
These are reasons why we are a SOLUTION to the Gas, Power and Energy sectors and looking forward to providing a solution to the existing problems.....
UPS operates the largest alternative fuel vehicle fleet in the world with over 2,500 vehicles that use natural gas, propane, electricity, and other fuels across the US and internationally. They have been testing alternative fuel vehicles since the 1930s and currently use compressed natural gas, liquid natural gas, hybrid electric, electric, propane, ethanol, biomethane, and hydraulic hybrid vehicles. UPS continues working to advance new fuel technologies and find cheaper and cleaner domestic fuels to use in their fleet.
This document discusses the use of compressed natural gas (CNG) and liquefied natural gas (LNG) for heavy duty trucking. It notes that Clean Energy is the largest alternative transportation fuel provider, fueling over 30,000 vehicles daily. It discusses their fueling services for CNG time fill, CNG fast fill, and LNG. It also discusses the current and planned natural gas fueling infrastructure across the United States. The document outlines the benefits of using natural gas vehicles for fleets, including lower operating costs and reduced greenhouse gas emissions compared to diesel. It provides examples of economic models fleets can use to evaluate the costs and savings of adopting natural gas vehicles.
Natural gas and bio methane as fuel for transport r. strodsEuropean Commission
This document discusses the use of compressed natural gas (CNG) as an alternative fuel for transportation in Europe. It proposes standards for CNG fueling infrastructure along major road networks and recommends a target of 16,000 CNG stations by 2025 to support 15 million natural gas vehicles. It also outlines plans to use off-grid CNG solutions that do not require access to gas pipelines, such as mobile CNG transport and storage units, to expand fueling coverage and access to biogas and liquefied natural gas. The document presents an off-grid CNG pilot project along the North Sea-Baltic transport corridor in Latvia as a case study.
Energetics - Implementing a Natural Gas Vehicle Program:Getting the FuelWisconsin Clean Cities
Patrick McCarthy and Bryan Roy, Energetics, presents on how to implement a natural gas program at the Wisconsin Natural Gas for Transportation Roundtable on January 29, 2013.
This document discusses key issues for the second phase of the EPA/NHTSA rule on heavy-duty truck fuel economy. It summarizes discussions from the HD Truck Fuel Economy Task Group on developing recommendations for regulators. Some of the main topics discussed include focusing the phase 2 rule more on vocational trucks, identifying advanced technologies that could be required like hybrids and electric vehicles, refining test procedures and duty cycles to better recognize new technologies, and balancing stringency and flexibility in setting new standards. The task group reached consensus that a limited set of representative duty cycles are needed for testing while still allowing new technologies to demonstrate benefits across different applications.
GE ADGT Application - Virtual Pipeline
GE코리아 뉴스레터를 구독하세요! http://goo.gl/IE8WS8
GE코리아 YouTube 채널을 구독하세요! http://goo.gl/M2gc8m
상상을 현실로 만듭니다. Imagination at work.
GE가 꿈꾸는 가치입니다. 아니, GE는 단지 꿈만 꾸고 있는 것이 아닙니다. 상상을 현실로 만들기 위해, 불가능했던 것을 가능하게 만들기 위해 쉬지 않고 움직이고 있습니다. GE는 에너지, 의료, 항공, 수송, 금융 등의 여러 분야에서 고객과 인류사회의 진보를 위해 더 편리하고 빠르며 친환경적인 솔루션을 찾아냅니다.
Connect with GE Online:
GE코리아 웹사이트: http://www.ge.com/kr/
GE리포트코리아: http://www.gereports.kr/
GE코리아 페이스북 페이지: hhttps://www.facebook.com/GEKorea
GE코리아 슬라이드쉐어: http://www.slideshare.net/GEKorea
This document provides an overview of Integrated Flow Solutions, including their three operating divisions that offer pump manufacturing, distribution, remanufacturing, repair, and service. It details their sales, facilities, capabilities, certifications, equipment, and examples of completed worldwide projects involving packages for offshore gas conditioning, crude oil and water pumping systems, and other process systems.
Throttle Energy is a fully integrated oil and gas company that uses patented technologies to capture flare gas, process it into compressed natural gas (CNG), transport it via trailer, and deliver it to power plants and other end users. The company aims to provide a cheaper and more reliable alternative to pipelines and LNG for natural gas delivery. Throttle Energy has completed projects in several oil and gas basins in the U.S. and Canada. Its virtual pipeline process and mobile equipment allow it to transport gas from remote locations cost effectively.
Efficient & Cost-Effective CNG-Based Natural Gas Delivery for Ranges up to 500 km beyond the pipeline
Clean Energy Compression’s Fullfill & Maxoffload technology provides efficient and quick and fueling at source and the most complete offloading at destination. This technology makes CNG virtual pipelines an affordable remote energy solution by decreasing the cost per energy unit delivered.
This document summarizes a presentation given by Gurpreet Kaur on the performance studies of copper-iron/ceria-yttria stabilized zirconia anode for solid oxide fuel cells. The objectives were to fabricate SOFCs in the lab using tape casting and to prepare Cu/CeO2-YSZ and Cu-Fe/CeO2-YSZ anodes for characterization and performance testing in hydrogen and methane fuels. Characterization showed that addition of iron to Cu-based anodes improved catalyst dispersion and electrical conduction. Performance testing found that power density increased from 190 to 330 mW/cm2 with increasing iron content in the Cu-Fe/CeO2-YSZ anode composition
Pd-Substituted (La,Sr)CrO3 for Solid Oxide Fuel Cell AnodesEmmaReneeDutton
Presentation of independent honors research thesis (June 2011) for Bachelor of Science in Materials Science & Engineering at Northwestern University.
Gas Technology Institute & Kwik Trip - Station Installation Guidelines for CNGWisconsin Clean Cities
Are you interested in the station installation guidelines for CNG? Learn about the basics guidelines, processes, and experiences of installing a CNG station.
Marathon Technical Services - CNG Station PrimerETCleanFuels
The document provides an overview of the key considerations for designing a compressed natural gas (CNG) fueling station, including accurately projecting fuel demand based on fleet data, determining the appropriate station type (time fill, cascade, or buffer) to meet fueling needs, ensuring sufficient gas supply and pressure from the utility, including necessary equipment like dryers, compressors, storage vessels, and dispensers, any building modifications required, applicable safety codes and permitting processes, and common contracting approaches for station construction.
The document provides an overview of the Qatargas II project to supply liquefied natural gas (LNG) from Qatar to the United Kingdom. Key points include that Qatar Petroleum and ExxonMobil signed an agreement in 2002 to supply two LNG trains to the UK using Qatar's large natural gas reserves and new cost-effective technologies. The project will use large 7-8 MTA LNG trains and 200,000 cubic meter LNG carriers to gain economies of scale and access new markets competitively.
1) The Bank Station Capacity Upgrade Project aimed to increase capacity and reduce journey times at Bank Station due to accelerating passenger growth exceeding 1.17 billion passengers per year by 2026.
2) An innovative contractor engagement (ICE) procurement model was used where contractors were given all project information upfront and evaluated based on their proposed solutions, rather than just cost. This led to an improved winning proposal.
3) The winning proposal included innovations like a 94m moving walkway, triple escalators everywhere, and a simpler power relocation scheme, reducing blockade time. Modelling showed vast improvements to journey times and congestion relief over the original scheme.
* We have a technology called the VIRTUAL PIPELINE TECHNOLOGY (VPT) - captures flared gas, stranded gas, associate gas (dry or wet - explained in the slide) at any given pressure, processes it, transport and supply the gas at the preferred discharge pressure. Our tubes carries a minimum of 550mscf (could carry more if the road is good and can take the weight). It can also pick up gas from existing pipelines and deliver gas to pipeline disconnected areas.
* Modular Power Plant (minimum of 1.5MW) and can be co-generated (power and steam/hot water).
INSIGHT: building a gigantic MW plants that will take 4 - 5 years to achieve also not considering where the source of feedstock is has been a major problem in West Africa.
Meanwhile, TEI can build modular plants (1.5MW each) 6MW plants + VPT within 6 - 9 months and could have 100 different locations (600MW) over a period of time serving numerous locations, and make the return on your investments within a year or 16 - 18 months as the case may be (depending on the distance from feedstock and discharge pressure) yet achieving the same purpose (or even more) in a significant less amount of time as any stand alone 500MW which will just be concluded in the 4th or 5th year talk less of when the breakeven point will be.
Also, if one station goes out, it does not affect the other 99 plants/stations hence providing light/electricity to a wider range. Another better advantage of our VPT and modular plants and why we are better than any product on earth as of today. So robust, you can deploy in the rural areas.
* Modular Gas Storage - For contingent supplies, we can build modular storage facility (such as a farm tanks) with storage capacity of 7.5mmscf/d and could increase in the same module. It is very scalable in that, other than the fact that we can move it from a location to another, we could also convert the modules to a gas transportation/supply cylinders attached to trucks.
* Modular Gas Separator - used to extract by-products of natural gas in small quantities. Methane to power turbines, Propane for cooking, Butane, LNG, etc. are other by-products we can help monitize...
These are reasons why we are a SOLUTION to the Gas, Power and Energy sectors and looking forward to providing a solution to the existing problems.....
UPS operates the largest alternative fuel vehicle fleet in the world with over 2,500 vehicles that use natural gas, propane, electricity, and other fuels across the US and internationally. They have been testing alternative fuel vehicles since the 1930s and currently use compressed natural gas, liquid natural gas, hybrid electric, electric, propane, ethanol, biomethane, and hydraulic hybrid vehicles. UPS continues working to advance new fuel technologies and find cheaper and cleaner domestic fuels to use in their fleet.
This document discusses the use of compressed natural gas (CNG) and liquefied natural gas (LNG) for heavy duty trucking. It notes that Clean Energy is the largest alternative transportation fuel provider, fueling over 30,000 vehicles daily. It discusses their fueling services for CNG time fill, CNG fast fill, and LNG. It also discusses the current and planned natural gas fueling infrastructure across the United States. The document outlines the benefits of using natural gas vehicles for fleets, including lower operating costs and reduced greenhouse gas emissions compared to diesel. It provides examples of economic models fleets can use to evaluate the costs and savings of adopting natural gas vehicles.
Natural gas and bio methane as fuel for transport r. strodsEuropean Commission
This document discusses the use of compressed natural gas (CNG) as an alternative fuel for transportation in Europe. It proposes standards for CNG fueling infrastructure along major road networks and recommends a target of 16,000 CNG stations by 2025 to support 15 million natural gas vehicles. It also outlines plans to use off-grid CNG solutions that do not require access to gas pipelines, such as mobile CNG transport and storage units, to expand fueling coverage and access to biogas and liquefied natural gas. The document presents an off-grid CNG pilot project along the North Sea-Baltic transport corridor in Latvia as a case study.
Energetics - Implementing a Natural Gas Vehicle Program:Getting the FuelWisconsin Clean Cities
Patrick McCarthy and Bryan Roy, Energetics, presents on how to implement a natural gas program at the Wisconsin Natural Gas for Transportation Roundtable on January 29, 2013.
This document discusses key issues for the second phase of the EPA/NHTSA rule on heavy-duty truck fuel economy. It summarizes discussions from the HD Truck Fuel Economy Task Group on developing recommendations for regulators. Some of the main topics discussed include focusing the phase 2 rule more on vocational trucks, identifying advanced technologies that could be required like hybrids and electric vehicles, refining test procedures and duty cycles to better recognize new technologies, and balancing stringency and flexibility in setting new standards. The task group reached consensus that a limited set of representative duty cycles are needed for testing while still allowing new technologies to demonstrate benefits across different applications.
GE ADGT Application - Virtual Pipeline
GE코리아 뉴스레터를 구독하세요! http://goo.gl/IE8WS8
GE코리아 YouTube 채널을 구독하세요! http://goo.gl/M2gc8m
상상을 현실로 만듭니다. Imagination at work.
GE가 꿈꾸는 가치입니다. 아니, GE는 단지 꿈만 꾸고 있는 것이 아닙니다. 상상을 현실로 만들기 위해, 불가능했던 것을 가능하게 만들기 위해 쉬지 않고 움직이고 있습니다. GE는 에너지, 의료, 항공, 수송, 금융 등의 여러 분야에서 고객과 인류사회의 진보를 위해 더 편리하고 빠르며 친환경적인 솔루션을 찾아냅니다.
Connect with GE Online:
GE코리아 웹사이트: http://www.ge.com/kr/
GE리포트코리아: http://www.gereports.kr/
GE코리아 페이스북 페이지: hhttps://www.facebook.com/GEKorea
GE코리아 슬라이드쉐어: http://www.slideshare.net/GEKorea
This document provides an overview of Integrated Flow Solutions, including their three operating divisions that offer pump manufacturing, distribution, remanufacturing, repair, and service. It details their sales, facilities, capabilities, certifications, equipment, and examples of completed worldwide projects involving packages for offshore gas conditioning, crude oil and water pumping systems, and other process systems.
Throttle Energy is a fully integrated oil and gas company that uses patented technologies to capture flare gas, process it into compressed natural gas (CNG), transport it via trailer, and deliver it to power plants and other end users. The company aims to provide a cheaper and more reliable alternative to pipelines and LNG for natural gas delivery. Throttle Energy has completed projects in several oil and gas basins in the U.S. and Canada. Its virtual pipeline process and mobile equipment allow it to transport gas from remote locations cost effectively.
Efficient & Cost-Effective CNG-Based Natural Gas Delivery for Ranges up to 500 km beyond the pipeline
Clean Energy Compression’s Fullfill & Maxoffload technology provides efficient and quick and fueling at source and the most complete offloading at destination. This technology makes CNG virtual pipelines an affordable remote energy solution by decreasing the cost per energy unit delivered.
This document summarizes a presentation given by Gurpreet Kaur on the performance studies of copper-iron/ceria-yttria stabilized zirconia anode for solid oxide fuel cells. The objectives were to fabricate SOFCs in the lab using tape casting and to prepare Cu/CeO2-YSZ and Cu-Fe/CeO2-YSZ anodes for characterization and performance testing in hydrogen and methane fuels. Characterization showed that addition of iron to Cu-based anodes improved catalyst dispersion and electrical conduction. Performance testing found that power density increased from 190 to 330 mW/cm2 with increasing iron content in the Cu-Fe/CeO2-YSZ anode composition
Pd-Substituted (La,Sr)CrO3 for Solid Oxide Fuel Cell AnodesEmmaReneeDutton
Presentation of independent honors research thesis (June 2011) for Bachelor of Science in Materials Science & Engineering at Northwestern University.
Fuel cell electric vehicles and hydrogen fuel for CaliforniaChris White
Presentation by Catherine Dunwoody for the California Energy Commission at the July 31, 2013 Integrated Energy Policy Report (IEPR) workshop about the role that FCEVs can play in 2050.
The document summarizes a presentation on developing composite anode materials of yttria-stabilized zirconia (YSZ), zinc-doped ceria (CZO), and nickel-nickel oxide (Ni:NiO) for intermediate-temperature solid oxide fuel cells. Nanoparticles of YSZ, CZO, and Ni:NiO were synthesized using a sol-gel method and characterized. Composites with varying volume ratios of the components were fabricated by ball milling. Characterization showed the intended crystal structures were obtained. Future work proposed testing the materials' electrochemical and mechanical properties to evaluate their suitability as low-temperature fuel cell anodes.
Relating Microstructure and Ionic Conductivity in Calcium Doped Ceria for sol...Cruz Hernandez
This document summarizes research into improving the ionic conductivity of calcium doped ceria for use as a solid oxide fuel cell electrolyte. Ceria was doped with varying concentrations of calcium from 2-10% using a spray drying technique. X-ray diffraction analysis showed the cubic fluorite structure was maintained with doping. Electrical characterization found that 5% calcium doping yielded the highest ionic conductivity, with grain and grain boundary conductivity dependent on dopant concentration. Scanning electron microscopy revealed the average grain size also varied with calcium concentration.
This document summarizes an internship project on synthesizing nanopowders for solid oxide fuel cell anodes using plasma spraying. The intern aimed to synthesize a pure nanostructured phase of lanthanum doped ceria using solution plasma spraying. Tests were also conducted to deposit a coating of lanthanum strontium titanate and yttria-stabilized zirconia on a thin disk using suspension plasma spraying. The intern obtained promising results for synthesizing lanthanum doped ceria powder but needs to improve the quality of the composite coating and overcome issues of thermal shock. Future work involves repeating ceria synthesis, developing a new substrate, and testing a lanthanum doped ceria, lanthan
This document summarizes research on the electrical conductivity of Ba-Sr-Co-Fe cathode materials for solid oxide fuel cells (SOFCs). Single phase cubic Ba0.5Sr0.5Co1-xFexO3-δ compositions were synthesized via gel combustion and cation complexation routes. Electrical conductivity measurements showed that conductivity initially increased with temperature up to a maximum then decreased, attributed to oxygen loss from the lattice. Fe substitution had little effect on conductivity. While BSCF shows potential as an SOFC cathode, further work is needed to increase conductivity to meet requirements of current IT-SOFCs.
Transmission electron microscopy (TEM) is important tools for surface and interface study. Electron Energy Loss Spectroscopy (EELS) belongs to the TEM family, I added some know-how about DFT simulation of EELS spectrum. I showed some tricks and caution which I found important. Please send me a note for questions and comments
In this work, I am showing a faithful atomistic process of estimating the oxygen migration energetics within BSCF, oxygen migration energy exhibit a strong dependence on different local atomic structures of this doped perovskites. In addition, DFT calculations exhibit the reason of cubic phase stability of this doped perovskite in variable oxygen concentration.
This document summarizes a presentation on solid electrolytes. It discusses how solid electrolytes exhibit ionic conductivity through mobile anions or cations, with maximum conductivity between 0.1-10 Ohm-1cm-1. Examples of solid electrolytes mentioned include AgI, β-alumina, and zirconia. Applications discussed include use in batteries, oxygen sensors, and solid oxide fuel cells. The proposed work is to synthesize and characterize Sr and Cu doped LaAlO3 as a potential solid electrolyte material.
Solid oxide fuel cells (SOFCs) are highly viable for alternative energy due to their ability to operate using various fossil fuel impurities and internally reform methane. SOFCs are also economically advantageous because they utilize heat absorption to reduce cooling needs and can operate at lower temperatures than similar fuel cells using inexpensive stainless steel. Additionally, SOFCs facilitate high levels of carbon capture through the separation of fuel and air streams.
M. Padmini and Dr. Manoj S. Soni presented on concentrating solar photovoltaics at the IVth International Conference on Advances in Energy Research at IIT Bombay from December 10-12, 2013. Their presentation discussed various concentrating photovoltaic techniques including parabolic concentrators, hyperboloid concentrators, Fresnel lenses, compound parabolic concentrators, and quantum dot concentrators. It provided details on how each technique works and its advantages. It also discussed recent developments like rod lenses and solar spheres. Finally, it analyzed the potential cost savings of a 30MW concentrating solar farm in India compared to a non-concentrating system, finding that concentration could reduce costs from Rs. 200
The document summarizes an experimental analysis of converting a 1400 cc diesel engine car into a hybrid electric vehicle using BLDC hub motors. Key findings include:
1) The conversion achieved fuel savings of 45-61% compared to the conventional vehicle through the use of lower power hub motors and a separate battery pack for the electric motors.
2) Performance of the vehicle was retained after conversion, with no changes needed to the existing electrical or hydraulic brake systems.
3) The proposed conversion method could be easily implemented on many existing small cars with front-wheel drive to reduce emissions and fuel consumption cost-effectively.
The document summarizes heat and mass transfer characteristics of direct methanol fuel cells (DMFCs) based on experiments and modeling. Key points:
- A 3D non-isothermal model is developed to predict methanol and temperature distributions in the anode. Experimental results validate the model.
- Increasing methanol concentration does not significantly impact net water generation but does increase methanol crossover, affecting cell performance.
- At 1M methanol concentration and 230mA/cm2 current density, the fuel utilization efficiency is 57% despite high methanol crossover.
- Temperature distribution shows methanol solution heated to 57°C from 27°C, improving cell performance. Double channel serpentine flow field aids methanol diffusion.
Solid oxide fuel cells (SOFCs) use solid ceramic electrolytes to transport oxygen ions between the cathode and anode. They can operate on hydrogen or natural gas fuels from 700-1000°C. Perovskite materials are commonly used as electrodes or electrolytes due to their mixed ionic and electronic conductivity. SOFCs offer clean electricity generation but challenges remain in reducing costs and operating temperatures before widespread commercialization. Research is ongoing to develop new materials with improved performance at lower temperatures.
A solid oxide fuel cell (SOFC) works by using oxygen ions conducting through a solid ceramic electrolyte to generate electricity from hydrogen or other fuels. It consists of an anode and cathode separated by an electrolyte, and produces electricity through an electrochemical reaction without combustion. SOFCs operate at high temperatures between 1000-1800 degrees F, which allows them to use a wide variety of fuels. They are more efficient than traditional power generation and are being developed for applications such as stationary power plants, transportation, and residential use.
Virtual Pipeline Applications & Feasibility
- Power Generation, IPPs & Mining Operations
total conversions and peak capacity augmentation
- Industrial Heat & Burners
- Pipeline Turbine Power
Includes:
- Overview of virtual pipeline technology - full-fill and maximum offload for improved ROI
- Transportation and tanking options
- Offload, pressure reduction and storage or direct use
- Preliminary ROI & Feasibility Calculations – Several Illustrations Included
The document summarizes the status and achievements of the National Fuel Cell Bus Program. It discusses the goals of developing fuel cell buses and components through multiple technology pathways. It provides updates on demonstration projects involving fuel cell buses and components with AC Transit and other partners. It highlights improvements in fuel cell reliability, durability and public acceptance. Technical hurdles around balance of plant components and further durability improvements are also noted.
Hydrogen Power Systems tested a hydrogen enhanced combustion system on a delivery van over various routes. The system improved fuel economy between 5-17% according to tests, with the highest improvements seen on dynamometer tests and loaded routes. On mixed city/highway driving, the system could provide 10-12% fuel savings. The hydrogen system's water and antifreeze tanks required refilling every 1,200 and 4,000 miles, respectively.
Studies of performance and emission characteristics of compressed natural gas...IOSR Journals
In Bangladesh, petrol, diesel and octane are conventionally used as an engine fuel. Petrol and
octane are used only transport sector. Diesel is used in transport, agriculture and power generation among
them 45% of diesel is consumed in transport sector. Total demand of liquid fuel is rising day by day. The
country has no natural sources of liquid fuels. As a result a huge amount of money spent for importing fuel from
abroad. This expenditure will be massive amount within a few years. The gas could be compressed natural gas
(CNG) or bio methane. The advantage is that this reduces fuel costs and when local bio methane is used, it also
contributes to the use of a more sustainable fuel supply.
CNG system suppliers are currently developing dual-fuel technology and have already converted
trucks, using government grants. Furthermore, various exploratory studies into the dual-fuel principle are being
conducted under contract to various municipalities in the context of sustainable transportation (fermentation of
city waste to produce bio methane for use as engine fuel). According to World Health Organization (WHO), the
safe limit of dust particles in the atmosphere is 40 to 80 micrograms, whereas in Dhaka city, it is 1700 to 2200
micrograms. To minimize environmental pollution in Dhaka, CNG played a vital role now a day. To use CNG
on commercial basis, different programs are taken to use compressed natural gas (CNG). This program mainly
concentrated on road transport. These programs cannot spread throughout the country due to some difficulties.
But there is a huge potentiality in road, marine, railway and stationary engines to use CNG.
Sustainable mining through usage of electric vehicles in underground mines
Usage of diesel vehicles in underground mines emits toxic diesel fumes that affect the environment to a considerable extent. An increasing degree of stringency in the proposed environmental emission standards in the recent years especially in the developed economies demands usage of eco-friendly machinery and equipment in mining.
Watch Beroe’s Mining Expert, Sabarish Vaishnav A, as he talks about the feasibility of replacing diesel equipment by electrically driven mine equipment. Sabarish has also captured the impact of using electrically driven mine equipment on a miner’s value chain highlighting cost benefits incurred.
About the speaker:
Sabarish Vaishnav - Sabarish Vaishnav is a mining expert at Beroe Inc. He specializes in providing Mining Operations related procurement intelligence to Fortune500 companies. In his 2 years at Beroe, Sabarish has built extensive knowledge and expertise in Mine Production Consumables category. He has written and published several thought leadership papers in leading global Mining Magazines. Some of the topics he has covered in his papers include “Resource Nationalism – Impact on mining companies” and “Adoption of Electric vehicles in underground mines – A green approach towards sustainable mining”.
This document discusses various aspects of battery technology that are important for electric bus operations. It covers battery packaging and weight distribution, battery chemistry selection, charging options, thermal management, and battery disposal. For battery chemistry, it evaluates lithium-ion phosphate, nickel manganese cobalt, nickel cobalt aluminum, and lithium titanate options based on characteristics like energy density, voltage, temperature range, charging rate, safety, and cost. It also reviews onboard and offboard charging methods and relevant standards. Thermal management is crucial for battery performance, safety, life cycle and involves liquid, air or phase change cooling systems. Proper battery disposal requires procedures for discharge, recycling cell materials, and regulatory and safety compliance.
Fuel cell vehicle projects in texas richard thompson - oct 2010cahouser
The document discusses several hydrogen fuel cell vehicle projects in Texas, including:
1) A test of a 22-passenger hydrogen fuel cell electric shuttle bus that achieved up to 200 miles of range. Data was collected on performance over 8000 miles.
2) Modeling of fuel cell vehicles and their efficiencies compared to diesel and gasoline vehicles.
3) A hydrogen fueling station in Austin that provides fuel for additional vehicles.
4) A Department of Defense program to extend the range of an electric utility vehicle to over 300 miles using hydrogen fuel cells.
Cross-Sector Battery Systems Innovation Network: Batteries for RailKTN
Building on the successful launch of the Cross-Sector Battery Systems Innovation Network in late September 2020, this webinar series will look into the opportunities and trends for Batteries in Defence, Maritime and Rail. Each session will bring together experts looking at the supply and demand side for batteries, technical requirements and explore how these wide range of sectors can decarbonise through batteries.
Ted Barnes from the Gas Technology Institute presented an Overview of Current Fuel Trends and Barriers at the 11th Annual Green Vehicles Workshop & Showcase on Tuesday, April 22, 2014.
Real-World Activity and Fuel Use of Diesel and CNG Refuse TrucksGurdas Sandhu
See journal paper at http://dx.doi.org/10.1016/j.atmosenv.2014.04.036
According to a 2006 report, the waste collection industry in the U.S. operates over 136,000 refuse trucks, almost all diesels, that average 25,000 miles annually and with average fuel economy of less than 3 miles per gallon. There is an increasing adoption of Compressed Natural Gas (CNG) fuelled trucks in the waste collection industry due to the significantly lower cost of CNG per diesel gallon equivalent (dge). This presentation includes results of activity and fuel use from in-use real-world field measurements of eighteen diesel fuelled refuse trucks, with six each of side-load, front-load, and roll-off configurations and six CNG fuelled refuse trucks, with three each of side-load and front-load configurations. The study design included trucks from various manufacturers such as Mack, Autocar, and Freightliner and model years 2003 to 2012. Each truck was instrumented for one day of operation with a portable activity measurement system (PAMS) to log Engine Control Unit (ECU) data and Global Positioning System (GPS) receivers. Trucks were also instrumented with portable emissions measurement system (PEMS), however, emissions results are not included here.
The total quality assured data covers over 2,000 miles and 190 hours of in-use real-world driving. During the measurement period the trucks picked about 7,500 cans with a total of over 500 tons of trash. Measured 1 Hz activity data includes, but is not limited to, vehicle speed, engine speed, intake manifold pressure, intake air temperature, engine load, and elevation (leading to road grade). Duty cycles and fuel use rates are quantified in terms of operating mode bins defined by the U.S. Environmental Protection Agency for the MOVES emission factor model. Overall results are included here; detailed results by truck configuration and fuel type will be covered in the presentation. On average, 50 percent of time was spent at idle, 5 percent braking or decelerating, 28 percent at low speed (up to 25 mph), 12 percent at moderate speed (25 to 50 mph), and 5 percent at high speed (50 mph or higher). Diesel trucks spend more time in high speed mode compared to CNG. Estimated cycle average diesel fuel economy ranges were 2.0 to 3.4 mpg, 2.3 to 3.2 mpg, 3.9 to 6.0 mpg, and for side-loaders, front-loaders, and roll-offs, respectively. In comparison, CNG fuel economy ranges were 1.2 to 1.7 mpdge and 2.0 to 2.5 mpdge for side-loaders and front-loaders, respectively.
"Pony Express" electrification of long haul trucks using tractor swappingRoger Bedell
Roger Bedell of Furrer+Frey Opbrid proposes a tractor swapping model to electrify long-haul trucks using automated high power charging stations. This "Pony Express" model involves trucks arriving with low battery charges and swapping fully charged tractor units in under 3 minutes, allowing trucks to continue trips without lengthy charging stops. The model requires 400 kWh battery packs per tractor that can charge at 400 kW in under an hour between swaps. It could save up to €84,240 per year in fuel costs compared to diesel trucks and support electrifying freight transport to reduce emissions. Potential challenges include traffic delays and coordinating charger and tractor availability but the system may be feasible with proper logistics software.
This document provides an overview of compressed natural gas (CNG) as a fuel for transit buses, including descriptions of CNG fueling infrastructure and examples of transit agencies using CNG buses. It discusses the composition and regional variations of pipeline natural gas used for CNG fuel, popular natural gas engines for transit buses including the Cummins Westport C Gas Plus and Detroit Diesel Series 50G, and examples of large transit agencies with significant CNG bus fleets such as LA Metro and Pierce Transit.
This document discusses the feasibility of replacing conventional diesel buses with electric buses like plug-in hybrids and battery electric vehicles. It provides an overview of electric drive technologies including hybrid, plug-in hybrid, and battery electric vehicles. The document also summarizes several real-world pilots and case studies of electric buses around the world, including in Gothenburg, London, and a proposed case study for Ahmedabad. Key benefits of electric buses include reduced fuel and operating costs as well as lower tailpipe emissions. Challenges include high initial battery costs and limited vehicle range.
This document describes a fuel treatment technology called FuelTec that uses nano-technology to improve fuel efficiency and reduce emissions. It works by using ceramic chip transmitters to excite fuel molecules and reverse bonding forces, allowing fuel to burn cleaner and more efficiently. Test results showed fuel efficiency improvements between 5-28% for vehicles and 40-65% for generators, as well as emissions reductions up to 85%. The document provides details on testing and customer results to support the claims.
Future of Heavy Duty Vehicles CO2 Emissions Legislation and Fuel Consumption ...JMDSAE
By Dimitrios Savvidis
The talk will be covering :
Latest developments on CO2 legislation in Europe
Overview of GHG emissions in the transport sector in Europe
New simulation tool – VECTO
Future steps
The document summarizes an electric two-wheeler development project in India. It outlines the project goals of developing a two-wheeler with a 200km range and 350kg gross vehicle weight. Key components selected include a 1.5kW BLDC motor from Golden Motors, a 6.8kWh lithium-ion battery pack using NMC cells, and an integrated battery management and motor control system called i-BMMC. Market research found average urban driving speeds in India are around 30kph. The estimated price for the electric two-wheeler is 40,000 INR excluding the battery cost. In conclusion, the developed electric two-wheeler is expected to appeal to consumers due to its 200km
CNGVA President Discusses The Business Case for Natural Gas Vehicle Use in Canada
-Overview of the business case for Canadian medium- and heavy-duty fleets
-Several fleet examples including refuse, transit, and highway tractor
-Brief discussion of available factory-built vehicles and engines
-Cold weather performance experience and learnings
-Brief discussion of required facility changes and case examples
-How to understand natural gas fuel pricing and how it compares with diesel pricing
The document provides an overview of best practices for transportation end users regarding propane, compressed natural gas (CNG), and electricity as transportation fuels. It covers fuel basics, fueling station operations, safety hazards, and typical fleet applications for each fuel type. Recommendations include getting organizational buy-in, understanding fleet needs and characteristics, and utilizing resources from the National Renewable Energy Laboratory and Clean Cities coalitions.
This presentation will help you to learn the best practices for end users for CNG, LPG and Electricity. We had a representative from the Gas Technology Institute in Illinois who gave an overview of the available alternative fuels and technologies and the current Fleet Best Practices. A representative from Clean Cities gave an overview of the tools available on the AFDC website and the current incentives for alternative fuel vehicles. Also, representatives from Paper Transport, Alpha Baking Company, and the City of Milwaukee spoke about their firsthand experiences using alternative fuels and technologies.
This document summarizes a workshop on heavy-duty fuel efficiency regulations held on April 29th, 2015. It provides an overview of ARAI, the Automotive Research Association of India, including their emission test facilities. It then discusses the status of fuel economy regulations in India, other countries, and at a global level. Highlights of the Indian emission standard IS 11921 are presented. Finally, it proposes a roadmap for developing heavy-duty vehicle fuel economy standards in India and lists existing heavy-duty vehicle testing facilities in the country.
Similar to J2601 Poster Presentation Fuel Cell Seminar 2013 (20)
J2990-1 Poster from Fuel Cell Seminar 2013Chris White
Jennifer Hamilton's poster about the J2990-1 standard for fuel cell vehicles and hydrogen currently under development by SAE. Presented at Fuel Cell Seminar 2013.
Response information is for reference. We recommend attending an emergency response workshop to better understand the properties of hydrogen and fuel cell electric vehicles.
Response information is for reference. We recommend attending an emergency response workshop to better understand the properties of hydrogen and fuel cell electric vehicles.
H2 Station Investments in California: F-CELL presentation 9/30/13Chris White
California is preparing for fuel cell electric vehicle market launch in beginning in 2015. Automakers have made their announcements and hydrogen stations are open, in construction and in planning. This presentation given by Catherine Dunwoody at FCELL in Germany focus on CaFCP's work to coordinate roll out of cars and stations.
California is working to launch a hydrogen fuel cell industry through several initiatives:
1) The Zero Emission Vehicle Regulation sets goals of making major cities ready for fuel cell electric vehicles and plug-in electric vehicles by 2015, and having infrastructure to support up to 1 million such vehicles by 2020 and over 1.5 million by 2025.
2) Currently there are 100 hydrogen stations compared to over 11,000 gas stations; the goal is to increase coverage of fueling opportunities to launch the fuel cell market and build capacity.
3) Working with station owners to address concerns about profitability and subsidies in order to gain their confidence in investing in the new technology.
1. SAE TIR J2601/2 Hydrogen Transit Bus Fueling
#201
Nico Bouwkamp, Technology Analyst
California Fuel Cell Partnership
(nbouwkamp@cafcp.org)
Context
Preliminary fueling rates
Globally, over 80 hydrogen fuel cell transit buses are
operational in daily public revenue service, with more
planned for operation. These buses are fueled daily
with up to 40 kilograms of H35 . Currently, no
published standard for fueling these buses that
establishes safety limits or performance requirements
is in place.
Option A – Fast Fueling
For fast fueling of buses, up to 7.2 kilograms per
minute or 120 grams per second
Option B – Normal Fueling
For normal fueling of buses, up to 3.6 kilograms
per minute or 60 grams per second
Option C – Slow Fueling
Scope
The scope of this effort is to provide boundary
performance requirements for dispensing systems
used for fueling 35 MPa heavy duty hydrogen transit
buses. These can be used as guidance to those
building fueling systems and hydrogen fuel cell buses,
and transit bus operators.
For slow fueling of buses, up to 1.8 kilograms per
minute or 30 grams per second
Figure 2: Operating window for pressure and temperature
Boundary conditions (Figure 2)
Communication for fueling
In-advance communication
Application
Heavy
duty hydrogen transit buses with a tank storage
capacity >10 kilograms of 35 MPa hydrogen
Fueling buses to a full fill or ≤100% State of Charge
between bus OEM and station implementer
Active communication
between station & vehicle, using SAE J2799 or J1939
Bulk hydrogen gas T within vehicle fuel tanks: ≤ 85°C
T fuel at dispenser nozzle: ≥ - 40°C
State of charge ≤ 100%
Recommended actions
Project participants
SAE TIR J2601/2 task force participants
Figure 1: AC Transit fueling station (Photo courtesy of L. Eudy, NREL)
Max P within vehicle tank system: 125% NWP
Implement a verification process for faulty tank valves
Figure 3: SunLine FCEB
Figure 4: AC Transit FCEB