Knowledge-based decision-making model for the management of transit system alternative fuel infrastructures

Energy-efficient and environmentally sustainable public transportation systems are within the solution space provided by alternative fuel vehicles. Given the large revenue service potential of alternative fuel buses within the urban space, they are good candidates for emissions reductions when they are employed as part of a comprehensive urban transit planning process. The determination of the most appropriate alternative fuel bus asset for a given application is not necessarily that straightforward. The typical bus fleet is developed over a broad time horizon with each asset being acquired to meet a certain agency need or to close a perceived gap in the delivery of public transportation service. Therefore, as new assets are considered, it is critical for the fleet manager to consider as many factors of the fleet infrastructure to better ensure the positive impact that the newly acquired asset will have on fleet performance relative to the overall service goals and objectives of the fleet. This study investigates a broad range of alternative fuel bus technologies and the associated factors that will inform the decision-making process. Further, this work utilizes the inventory and understanding of the range of technology factors and leverages the perspective knowledge of industry experts on each of these factors to develop an expert systems decision-making philosophy to aid in the adoption of industry standards, best practices, consistency and sustainability in fleet asset management over time.     

A comparative study of particle size distribution from two oxygenated fuels and diesel fuel

Oxygenated fuels are known to reduce particulate matter (PM) emissions from diesel engines. In this study, 100% soy methyl ester (SME) biodiesel fuel (B100) and a blend of 10% acetal denoted by A-diesel with diesel fuel were tested as oxygenated fuels. Particle size and number distributions from a diesel engine fueled with oxygenated fuels and base diesel fuel were measured using an Electrical Low Pressure Impactor (ELPI). Measurements were made at ten steady-state operational modes of various loads at two engine speeds. It was found that the geometric mean diameters of particles from SME and Adiesel were lower than that from base diesel fuel. Compared to diesel fuel, SME emitted more ultra-fine particles at rated speed while emitting less ultra-fine particles at maximum speed. Ultra-fine particle number concentrations of A-diesel were much higher than those of base diesel fuel at most test modes.     

The welfare effects of fuel conservation policies in a dual-fuel car market: Evidence from India

We estimate a model of vehicle choice and kilometers driven to analyze the long-run impacts of fuel conservation policies in the Indian car market. We simulate the effects of petrol and diesel fuel taxes and a diesel car tax, taking into account their interactions with the pre-existing petrol fuel tax and car sales taxes. At levels sufficient to reduce total fuel consumption by 7%, the increased diesel and petrol fuel taxes both yield deadweight losses (net of externalities) of about 4 (2010) Rs./L. However, at levels sufficient to reduce total fuel consumption by 2%, the increased petrol fuel tax results in a deadweight loss per liter of fuel conserved that is greater than that caused by the diesel fuel tax. This reflects both the high pre-existing tax on petrol fuel and the high own-price elasticities of fuel demand in India. A tax on diesel cars that results in the same diesel market share as the large diesel fuel tax actually has a negative deadweight loss per liter of fuel conserved. The welfare effects of all three policy instruments are positive, once the external benefits of reducing fuel consumption are added to the excess burden of taxation.     

Life cycle analysis and choice of natural gas-based automotive alternative fuels in Chongqing Municipality, China

Road transport produces significant amounts of emissions by using crude oil as the primary energy source. A reduction of emissions can be achieved by implementing alternative fuel chains. The objective of this study is to carry out an economic, environmental and energy (EEE) life cycle study on natural gas-based automotive fuels with conventional gasoline in an abundant region of China. A set of indices of four fuels/vehicle systems on the basis of life cycle are assessed in terms of impact of EEE, in which natural gas produces compressed natural gas (CNG), methanol, dimethylether (DME) and Fischer Tropsch diesel (FTD). The study included fuel production, vehicle production, vehicle operation, infrastructure and vehicle end of life as a system for each fuel/vehicle system. A generic gasoline fueled car is used as a baseline. Data have been reviewed and modified based on the best knowledge available to Chongqing local sources. Results indicated that when we could not change electric and hydrogen fuel cell vehicles into commercial vehicles on a large scale, direct use of CNG in a dedicated or bi-fuel vehicle is an economical choice for the region which is most energy efficient and more environmental friendly. The study can be used to support decisions on how natural gas resources can best be utilized as a fuel/energy resource for automobiles, and what issues need to be resolved in Chongqing. The models and approaches for this study can be applied to other regions of China as long as all the assumptions are well defined and modified to find a substitute automotive energy source and establish an energy policy in a specific region.     

Polynuclear aromatic compounds in kerosene,diesel and unmodified sunflower oil and in respective engine exhaust particulate emissions

Polynuclear aromatic compounds (PAC) were characterized in diesel fuel, kerosene fuel and unmodified sunflower oil as well as in their respective engine exhaust particulates. Diesel fuel was found to contain high amounts of different PAC, up to a total concentration of 14,740?ppm, including carbazole and dibenzothiophene, which are known carcinogens. Kerosene fuel was also found to contain high amounts of different PAC, up to a total concentration of 10,930?ppm, consisting mainly of lower molecular weight (MW) naphthalene and its alkyl derivatives, but no PAC component peaks were detected in the unmodified sunflower oil. Engine exhaust particulates sampled from a modified one-cylinder diesel engine running on diesel, kerosene and unmodified sunflower oil, respectively, were found to contain significantly high concentrations of different PAC, including many of the carcinogenic ones, in the soluble organic fraction (SOF). PAC concentrations detected at the exhaust outlet indicated that most of the PAC that were present in diesel and kerosene fuels before the test runs got completely burnt out during combustion in the engine whereas some new ones were also formed. The difference between the character and composition of PAC present in the fuels and those emitted in the exhaust particulates indicated that exhaust PAC were predominantly combustion generated. High amounts of PAC, up to totals of 52,900 and 4830?µg?m^?3 of burnt fuel, in diesel and kerosene exhaust particulates, respectively, were detected in the dilution tunnel when the exhaust emissions were mixed with atmospheric air. Significant amounts of PAC were also emitted when the engine was run on unmodified sunflower oil with a total concentration of 17,070?µg?m^?3 of burnt fuel detected in the dilution tunnel. High proportions of the combustion-generated PAC determined when the engine was run on diesel, kerosene and unmodified sunflower, respectively, consisted of nitrogen-containing PAC (PANH) and sulphur-containing PAC (PASH).     

燃用甲醇燃料的发动机尾气排放

本文主要报导了在二冲程、四冲程汽油机及柴油机上燃用甲醇-汽油混合燃料、M_(100)甲醇燃料的发动机尾气排放方面所做的研究,并与燃用汽油、柴油的尾气排放进行了对照。结果表明,无论是甲醇-汽油混合燃料,还是M_(100)甲醇燃料尾气排放,都较汽油、柴油尾气排放的常规污染物,均有不同程度的减少。因此,应用甲醇燃料对改善环境是有益的。     

The effect of diesel fuel on common vetch (Vicia sativa L.) plants

When petroleum hydrocarbons contaminate soil, the carbon:nitrogen (C:N) ratio of the soil is altered. The added carbon stimulates microbial numbers but causes an imbalance in the C:N ratio which may result in immobilization of soil nitrogen by the microbial biomass, leaving none available for plant growth. As members of Leguminosae fix atmospheric nitrogen to produce their own nitrogen for growth, they may prove more successful at growing on petroleum hydrocarbon contaminated sites. During a wider study on phytoremediation of diesel fuel contaminated soil, particular attention was given to the performance of legumes versus other plant species. During harvesting of pot experiments containing leguminous plants, a recurring difference in the number and formation of root nodules present on control and contaminated Common vetch (Vicia sativa L.) plants was observed. The total number of nodules per plant was significantly reduced in contaminated plants compared to control plants but nodules on contaminated plants were more developed than corresponding nodules on control plants. Plant performance of Common vetch and Westerwold's ryegrass (Lolium multiflorum L.) was compared to illustrate any difference between the ability of legumes and grasses to grow on diesel fuel contaminated soil. Common vetch was less affected by diesel fuel and performed better in low levels of diesel fuel contaminated soil than Westerwolds ryegrass. The total amount of diesel fuel remaining after 4 months in Common vetch planted soil was slightly less than in Westerwolds ryegrass planted soil.     

Effects of a diesel oxidation catalyst on gaseous pollutants and fine particles from an engine operating on diesel and biodiesel

The effects of a diesel oxidation catalytic (DOC) converter on diesel engine emissions were investigated on a diesel bench at various loads for two steady-state speeds using diesel fuel and B20. The DOC was very effective in hydrocarbon (HC) and CO oxidation. Approximately 90%–95% reduction in CO and 36%–70% reduction in HC were realized using the DOC. Special attention was focused on the effects of the DOC on elemental carbon (EC) and organic carbon (OC) fractions in fine particles (PM_2.5) emitted from the diesel engine. The carbonaceous compositions of PM_2.5 were analyzed by the method of thermal/optical reflectance (TOR). The results showed that total carbon (TC), OC and EC emissions for PM_2.5 from diesel fuel were generally reduced by the DOC. For diesel fuel, TC emissions decreased 22%–32% after the DOC depending on operating modes. The decrease in TC was attributed to 35%–97% decrease in OC and 3%–65% decrease in EC emissions. At low load, a significant increase in the OC/EC ratio of PM_2.5 was observed after the DOC. The effect of the DOC on the carbonaceous compositions in PM_2.5 from B20 showed different trends compared to diesel fuel. At low load, a slight increase in EC emissions and a significant decrease in OC/EC ratio of PM_2.5 after DOC were observed for B20.     

Effects of petroleum products on bull kelp (Nereocystis luetkeana)

Although research has been conducted on the effects of oil on the giant kelp Macrocystis pyrifera, no similar studies have been completed on bull kelp, Nereocystis leutkeana, the dominant kelp in Washington State, British Columbia, and Alaska. The effects of three petroleum products [diesel fuel, intermediate fuel oil (IFO), and crude oil] were tested before and after weathering on N. luetkeana. Whole plants were exposed to petroleum product for 4 or 24 h and then transferred to the field; observations on the condition of the plants were made daily for 7 d. In addition, controlled bioassays were performed to measure the effects of petroleum exposure on net photosynthetic rate (NP) and respiration rate (R), using light-and dark-bottle techniques. These experiments verified the susceptibility of N. luetkeana tissue to the damaging effects of direct exposure to several oil types. The 4 h exposures to weathered diesel and unweathered IFO, and 24 h exposures to unweathered and weathered diesel and IFO resulted in moderate to severe damage to kelp tissue (i.e., clearly delineated bleached line accompanied by tissue necrosis). Weathered diesel was more toxic than unweathered diesel. The most severe damage to bull kelp was concentrated at the meristematic zone (junction of stipe and bulb) where new tissue growth occurs. Petroleum type significantly affected stipe and blade NP, R, and NP:R ratios. Diesel treatments had a greater negative effect on NP than did the IFO treatments. Based on these experiments, the relative ranking of the damaging effects of petroleum treatment on bull kelp are weathered diesel>unweathered IFO>unweathered diesel>weathered IFO>unweathered crude>weathered crude.     

Study of engine performance,emission and combustion characteristics fueled with diesel-like fuel produced from waste engine oil and waste plastics

Utilizing oil extracted from waste engine oil and waste plastics, by pyrolysis, as a fuel for internal combustion engines has been demonstrated to be one of the best available waste management methods. Separate blends of fuel from waste engine oil and waste plastic oil was prepared by mixing with diesel and experimental investigation is conducted to study engine performance, combustion and exhaust emissions. It is observed that carbon monoxide (CO) emission increases by 50% for 50% waste plastic oil (50WPO:50D) and by 58% for 50% waste engine oil (50WEO:50D) at full load as compared to diesel. Unburnt hydrocarbon (HC) emission increases by 16% for 50WPO:50D and by 32% for 50WEO:50D as compared to diesel at maximum load. Smoke is found to decrease at all loading conditions for 50WPO:50D operation, but it is comparatively higher for 50WEO:50D operation. 50WPO:50D operation shows higher brake thermal efficiency for all loads as compared to 50WEO:50D and diesel fuel operation. Exhaust gas temperature is higher at all loads for 50WPO:50D and 50WEO:50D as compared to diesel fuel operation.

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城市在用CNG汽车排放研究

通过车载实验,怠速法检测、简易工况法检测数据评价分析等方法,研究了重庆市在用CNG车辆排放情况,比较了CNG车与同类型汽油、柴油车尾气污染物排放情况。研究发现,目前CNG在用车并非绝对的环保汽车,其中在NOx的排放上,CNG车排放高于同类型汽油、柴油车0．03—14倍;在CO、THC的排放上,不同测试工况下CNG汽车表...     

柴油车尾气碳烟颗粒催化消除研究进展

本文针对柴油车尾气中碳烟颗粒污染环境的问题,综述了国内外关于碳烟颗粒催化消除及其作用机理的研究进展.指出了转换频率(TOF)更能从真正意义上表征催化剂的内在活性,从而有利于认识真实的反应机制和开发更高活性的催化剂.基于碳烟催化燃烧技术的特点和存在的问题,对今后相关的研究工作进行了展望.     

Fuel breaks affect nonnative species abundance in Californian plant communities.

We evaluated the abundance of nonnative plants on fuel breaks and in adjacent untreated areas to determine if fuel treatments promote the invasion of nonnative plant species. Understanding the relationship between fuel treatments and nonnative plants is becoming increasingly important as federal and state agencies are currently implementing large fuel treatment programs throughout the United States to reduce the threat of wildland fire. Our study included 24 fuel breaks located across the State of California. We found that nonnative plant abundance was over 200% higher on fuel breaks than in adjacent wildland areas. Relative nonnative cover was greater on fuel breaks constructed by bulldozers (28%) than on fuel breaks constructed by other methods (7%). Canopy cover, litter cover, and duff depth also were significantly lower on fuel breaks constructed by bulldozers, and these fuel breaks had significantly more exposed bare ground than other types of fuel breaks. There was a significant decline in relative nonnative cover with increasing distance from the fuel break, particularly in areas that had experienced more numerous fires during the past 50 years, and in areas that had been grazed. These data suggest that fuel breaks could provide establishment sites for nonnative plants, and that nonnatives may invade surrounding areas, especially after disturbances such as fire or grazing. Fuel break construction and maintenance methods that leave some overstory canopy and minimize exposure of bare ground may be less likely to promote nonnative plants.     

0~#柴油和流花原油对斑节对虾(Penaeus monodon)幼体的急性毒性效应

溢油污染导致的原油和燃料油入海,会对海洋生物的生长发育过程产生影响。为研究溢油污染对海洋虾类的毒性效应,以斑节对虾(Penaeus monodon)为研究对象,比较了不同浓度0#柴油和南海流花原油(LH原油)乳化液对斑节对虾不同发育阶段幼体的急性毒性效应。结果表明,3.59 mg·L~(-1)0#柴油和0.77 mg·L~(-1)LH原油乳化液可以显著降低斑节对虾无节幼体变态率(P0.05),且对无节幼体变态具有延迟效应。较之0#柴油,LH原油乳化液对斑节对虾无节幼体发育的影响更为明显。0#柴油对斑节对虾无节幼体、蚤状幼体、糠虾和仔虾的48或96小时半致死浓度(48 h/96 h-LC50)分别为0.55 mg·L~(-1)、0.42 mg·L~(-1)、0.95 mg·L~(-1)和1.09 mg·L~(-1),其对应的安全浓度分别为0.05 mg·L~(-1)、0.04 mg·L~(-1)、0.10 mg·L~(-1)和0.11 mg·L~(-1);LH原油对上述幼体的48 h/96 h-LC50则依次为0.62 mg·L~(-1)、0.51 mg·L~(-1)、1.05 mg·L~(-1)和1.42 mg·L~(-1),对应的安全浓度分别为0.06 mg·L~(-1)、0.05mg·L~(-1)、0.11 mg·L~(-1)和0.14 mg·L~(-1)。斑节对虾不同发育阶段幼体对0#柴油和LH原油的耐受力依次为:仔虾糠虾无节幼体蚤状幼体,0#柴油和LH原油乳化液对斑节对虾的毒性大小为0#柴油LH原油。上述结果为深入研究石油类污染对海洋生物的毒性效应提供了基础数据和理论依据。     

Assimilation of Fenthion in Coastal Water

Fenthion [O.O-dimethyl 0-3-methy1-4(methylthio) phenyl phosphorothioate] is one of the most used mosquito insecticides in Florida, USA. Aerially applied insecticides may accidentally drift into estuarine coastal water and affect non-target organisms (Johnson and Finley, 1980; Kenaga, 1979; Patterson and Von Windeguth, 1964; Ray and Stevens, 1970). A field spray and a laboratory study were conducted to determine the persistence and disappearance rates of fenthion in the water and its toxicity on non-target organisms. This paper summarizes the results of the study and determines the assimilation capacity of fenthion in coastal waters. The fenthion is often applied as a thermal fog by a DC-3 aircraft. The thermal fog mixture contains 1.5% fenthion, 33.5% fog oil and 65% No. 2 diesel fuel. The spray duration was one to two minutes as the plane made its swath directly over the target site. The field spray was in St. Lucie County Impoundment on the east coast of Florida, USA. Before and after the spray, water samples were collected at different time intervals up to 48 hours to determine the fenthion concentration and their disappearance rates in the coastal water (Wang et al., 1987).     

Assimilation of Fenthion in Coastal Water

Fenthion [O.O-dimethyl 0-3-methy1-4(methylthio) phenyl phosphorothioate] is one of the most used mosquito insecticides in Florida, USA. Aerially applied insecticides may accidentally drift into estuarine coastal water and affect non-target organisms (Johnson and Finley, 1980; Kenaga, 1979; Patterson and Von Windeguth, 1964; Ray and Stevens, 1970). A field spray and a laboratory study were conducted to determine the persistence and disappearance rates of fenthion in the water and its toxicity on non-target organisms. This paper summarizes the results of the study and determines the assimilation capacity of fenthion in coastal waters. The fenthion is often applied as a thermal fog by a DC-3 aircraft. The thermal fog mixture contains 1.5% fenthion, 33.5% fog oil and 65% No. 2 diesel fuel. The spray duration was one to two minutes as the plane made its swath directly over the target site. The field spray was in St. Lucie County Impoundment on the east coast of Florida, USA. Before and after the spray, water samples were collected at different time intervals up to 48 hours to determine the fenthion concentration and their disappearance rates in the coastal water (Wang et al., 1987).     

Fuel loss and flexible fuel deposition rates in a long-distance migrant

Most migrating birds alternate flight bouts with stopovers, during which they rest and replenish the fuel used during flight (refueling). The rate of refueling (fuel deposition rate, FDR) affects stopover duration, and hence is an important determinant of the overall time required for migration. Although environmental and endogenous factors affect FDR, the urge to refuel depends on the anticipated distance to be travelled and possibly also on the amount of fuel used during the flight preceding stopover. Combining a field study with a fasting–refueling experiment on long-term captive songbirds, we tested whether the extent of fuel loss prior to refueling indeed affects FDR. In the field study, we took a comparative approach and determined FDR in two subspecies of northern wheatear (Oenanthe oenanthe) that differ greatly in the distance flown, and thus the extent of fuel used to reach our study (stopover) site. As both winter in western sub-Sahelian Africa, they face the same remaining migration distance. We found that FDR was higher in the subspecies that uses more fuel to get to our study site. Solidifying this result, in the experiment on captive northern wheatears, we found that the extent of fuel loss as a consequence of fasting explained most of the variation in subsequent FDR. The observation that experimental birds losing little fuel did not maximize their FDR suggests there are costs to rapid refueling. Our study shows that FDR is shaped not just by current environmental and endogenous conditions but also by fuel loss prior to refueling.     

Tiefentschwefelte Kraftstoffe

In recent years, much attention has been given to the desulphurization of fuels like diesel oil and gasoline, since exhaust gases containing SOx cause air pollution and acid rain. Moreover, a lower sulphur content of fuels would allow the use of new engines and catalytic systems for the reduction of CO, particle and NOx-emissions, and a more efficient fuel consumption. The S-level in fuels is presently limited in Germany for gasoline and diesel oll to 150 ppm and 350 ppm, respectively. In 2005 the level will be decreased Europe-wide for all vehicle-fuels down to 50 ppm; in some countries, fuels are or will be on the market with even less sulphur. The current technology of hydrodesulphurization (heterogeneous, catalyzed hydrorreating of organic sulphur compounds) can desulphurize quite adequately down to today’s S-level. The process, however, is limited for the production of ultra-low sulphur fuels, and the expenses (pressure, reactor size, investment costs, energy consumption, specific active catalysts) are high to meet future requirements. alternative processes, which are not limited to hydrotreating, are therefore desirable. Beside an overview about hydrotreating, this paper presents two quite different alternatives: Extraction of sulphur compounds by ionic liquids and the synthetic production of S-free fuels from natural gas by Fischer-Tropsch-synthesis. Ionic liquids (ILs) are low melting (<100°C) salts which represent a new class of non-molecular, ionic solvents. In the experiments presented, extraction of model diesel oils (dibenzothiophene and dodecanthiol in n-dodecane) as well as of a real predesulphurized diesel oil (with about 400 ppm S) were investigated. The results show the excellent and selective extraction properties of ILs for organic sulphur compounds, especially with regard to those compounds which are very difficult to remove by common hydrodesulphurization. As expected, the desulphurization by extraction is much more complicated in case of real diesel oil (compared to a model oil) due to its complex chemical composition including many different sulphur compounds and other impurities like organic nitrogen and metal-compounds. Nevertheless, the results with pre-desulphurized diesel oil are also very promising. So, extraction of sulphur components by ILs is a new approach for deep desulphurization of diesel oil. The application of very mild process conditions (low pressure and temperature) in comparison to traditional hydrotreating is an additional advantage of this new concept. An alternative to today’s fuels based on crude oil is the production of gasoline and diesel oil from natural gas (or other fossil fuels like coal) by Fischer-Tropsch-synthesis (FTS). The products like diesel oil are completely free of sulphur and other impurities like nitrogen and metal compounds. Although several FTS-processes have been investigated and developed, and some processes are already running on a technical scale, a real breakthrough was not obtained up to now. The production costs of these capital-intensive processes are probably above the breakeven point, at least at today’s oil price. In this paper, a ‘lowcost’ process is discussed, which is based on nitrogen-rich syngas. In contrast to classical FTS-processes with nitrogen-free syngas, the investment costs are probably lower: The syngas is produced by partial oxidation with ait, which eliminates the need of an air separation plant, while a process with nitrogen-rich syngas does not utilize a recycle loop and a recycle compressor.     

Migratory fuelling in blackcaps (Sylvia atricapilla) under perceived risk of predation

It has been argued that the body mass levels achieved by birds are determined by the trade-off between risks of starvation and predation. Birds have also been found to reduce body mass in response to an increased predation risk. During migration, the need of extra fuel for flights is obvious and crucial. In this study, migratory blackcaps (Sylvia atricapilla) were subject to an experimental stopover situation where the predation risk was manipulated by exposure to a stuffed predator. Blackcaps that perceived an imminent risk of predation increased their food intake and fuel deposition rate during the first period of stopover compared with a control group. The pattern of night activity indicates that birds that were exposed to the predator also chose to leave earlier than birds in the control group. Since there was no cover present at the stopover site, birds might have perceived the risk of predation as higher regardless of whether they were foraging or not. Under such circumstances it has been predicted that birds should increase their foraging activity. The findings in this study clearly indicate that birds are able to adjust their stopover behaviour to perceived predation risk. Received: 8 January 1997 / Accepted after revision: 11 April 1997     

Hydrocarbon uptake and loss by the mussel Mytilus edulis

The dynamics of accumulation and elimination of hydrocarbons by the blue mussel Mytilus edulis were studied in a continuous-flow system. Mussels were exposed for as long as 41 days to 200 – 400 g/l of diesel fuel adsorbed on kaolin particles. Hydrocarbons were accumulated in the tissues in excess of 1000 times the exposure levels. Upon termination of dosing, the mussels exhibited a rather rapid loss of hydrocarbons for the first 15 to 20 days (biological half-life=2.7 to 3.5 days). Subsequently, however, elimination was reduced to a minimum and a considerable fraction of the hydrocarbons could be recovered from the tissues after as long as 32 days of depuration. The mussels exhibited definite signs of physiological stress due to chronic exposure to diesel fuel, although recovery was rapid upon termination of dosing. It is concluded that mussels could be utilized as a test organism for monitoring long-term hydrocarbon pollution in marine waters. The implications for the mussel culture industry are discussed.