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The U.S. Department of Energy's Clean Cities initiative advances the nation's economic, environmental, and energy security by supporting local actions to cut petroleum use in transportation. Clean Cities accomplishes this work through the activities of nearly 100 local coalitions. These coalitions provide resources and technical assistance in the deployment of alternative and renewable fuels, idle-reduction measures, fuel economy improvements, and new transportation technologies as they emerge.

Since 1979, the Center for Transportation Research (CTR) at Argonne National Laboratory (ANL) has produced baseline projections of US transportation activity and energy demand. These projections and the methodologies used to compute them are documented in a series of reports and research papers. As the lastest in this series of projections, this report documents the assumptions, methodologies, and results of the most recent projection -- termed ANL-90N -- and compares those results with other forecasts from the current literature, as well as with the selection of earlier Argonne forecasts. This current forecast may be used as a baseline against which to analyze trends and evaluate existing and proposed energy conservation programs and as an illustration of how the Transportation Energy and Emission Modeling System (TEEMS) works. (TEEMS links disaggregate models to produce an aggregate forecast of transportation activity, energy use, and emissions). This report and the projections it contains were developed for the US Department of Energy's Office of Transportation Technologies (OTT). The projections are not completely comprehensive. Time and modeling effort have been focused on the major energy consumers -- automobiles, trucks, commercial aircraft, rail and waterborne freight carriers, and pipelines. Because buses, rail passengers services, and general aviationmore » consume relatively little energy, they are projected in the aggregate, as other'' modes, and used primarily as scaling factors. These projections are also limited to direct energy consumption. Projections of indirect energy consumption, such as energy consumed in vehicle and equipment manufacturing, infrastructure, fuel refining, etc., were judged outside the scope of this effort. The document is organized into two complementary sections -- one discussing passenger transportation modes, and the other discussing freight transportation modes. 99 refs., 10 figs., 43 tabs.« less

Railroad equipment and operating practices were largely developed in an era during which the price of fuel was a relatively minor part of the cost of railroad operations; however, fuel has now become a scarce and expensive resource. Although many opportunities exist for installing new equipment and operating practices that will result in fuel conservation, cost and market factors can promote or retard the rate at which changes are adopted, and only limited technology may be available for use in conservation applications. Conservation opportunities are identified and potential technological and operational improvements are described that can be introduced; the process of introducing new technology in the railroad industry is analyzed; the future of the railroad industry is assessed; and research and development that will contribute to the adoption of energy conservation equipment or processes in the industry are identified.

This project develops Fuel-Flexible Reburning (FFR), which combines conventional reburning and Advanced Reburning (AR) technologies with an innovative method of delivering coal as the reburning fuel. The FFR can be retrofit to existing boilers and can be configured in several ways depending on the boiler, coal characteristics, and NO{sub x} control requirements. Fly ash generated by the technology will be a saleable byproduct for use in the cement and construction industries. FFR can also reduce NO{sub x} by 60%-70%, achieving an emissions level of 0.15 lb/10{sup 6} Btu in many coal-fired boilers equipped with Low NO{sub x} Burners. Total process cost is expected to be one third to one half of that for Selective Catalytic Reduction (SCR). Activities during reporting period included design, manufacture, assembly, and shake down of the coal gasifier and pilot-scale testing of the efficiency of coal gasification products in FFR. Tests were performed in a 300 kW Boiler Simulator Facility. Several coals with different volatiles content were tested. Data suggested that incremental increase in the efficiency of NO{sub x} reduction due to the gasification was more significant for less reactive coals with low volatiles content. Experimental results also suggested that the efficiency of NO{sub x} reduction in FFR was higher when air was used as a transport media. Up to 14% increase in the efficiency of NO{sub x} reduction in comparison with that of basic reburning was achieved with air transport. Temperature and residence time in the gasification zone also affected the efficiency of NO{sub x} reduction.

The Automated Container Offering System (TACOS) is a cargo booking assistant currently being fielded in the International Traffic Directorate of the Military Traffic Management Command (MTMC). The expert system automates the selection process for type and size of SEAVAN containers, ports, carrier, and ship for containerized military cargo moving from the continental US to Europe. It is designed to perform all processing on simple cases and provide assistance to the human booker on complex cases. MTMC processes requests for {approximately}1000 containers per week on these routes. This paper is a case history which describes factors guiding development of TACOS to illustrate several themes which occur in other (military) logistics expert system projects.

Transportation-related decisions of people often depend on what everybody else is doing. For example, decisions about mode choice, route choice, activity scheduling, etc., can depend on congestion, caused by the aggregated behavior of others. From a conceptual viewpoint, this consistency problem causes a deadlock, since nobody can start planning because they do not know what everybody else is doing. It is the process of iterations that is examined in this paper as a method for solving the problem. In this paper, the authors concentrate on the aspect of the iterative process that is probably the most important one from a practical viewpoint, and that is the ``uniqueness`` or ``robustness`` of the results. Also, they define robustness more in terms of common sense than in terms of a mathematical formalism. For this, they do not only want a single iterative process to converge, but they want the result to be independent of any particular implementation. The authors run many computational experiments, sometimes with variations of the same code, sometimes with totally different code, in order to see if any of the results are robust against these changes.

The use of hydrogen in the energy sector of the United States is projected to increase significantly in the future. Current uses are predominantly in the petroleum refining sector, with hydrogen also being used in the manufacture of chemicals and other specialized products. Growth in hydrogen consumption is likely to appear in the refining sector, where greater quantities of hydrogen will be required as the quality of the raw crude decreases, and in the mining and processing of tar sands and other energy resources that are not currently used at a significant level. Furthermore, the use of hydrogen as a transportation fuel has been proposed both by automobile manufacturers and the federal government. Assuming that the use of hydrogen will significantly increase in the future, there would be a corresponding need to transport this material. A variety of production technologies are available for making hydrogen, and there are equally varied raw materials. Potential raw materials include natural gas, coal, nuclear fuel, and renewables such as solar, wind, or wave energy. As these raw materials are not uniformly distributed throughout the United States, it would be necessary to transport either the raw materials or the hydrogen long distances to the appropriate more » markets. While hydrogen may be transported in a number of possible forms, pipelines currently appear to be the most economical means of moving it in large quantities over great distances. One means of controlling hydrogen pipeline costs is to use common rights-of-way (ROWs) whenever feasible. For that reason, information on hydrogen pipelines is the focus of this document. Many of the features of hydrogen pipelines are similar to those of natural gas pipelines. Furthermore, as hydrogen pipeline networks expand, many of the same construction and operating features of natural gas networks would be replicated. As a result, the description of hydrogen pipelines will be very similar to that of natural gas pipelines. The following discussion will focus on the similarities and differences between the two pipeline networks. Hydrogen production is currently concentrated in refining centers along the Gulf Coast and in the Farm Belt. These locations have ready access to natural gas, which is used in the steam methane reduction process to make bulk hydrogen in this country. Production centers could possibly change to lie along coastlines, rivers, lakes, or rail lines, should nuclear power or coal become a significant energy source for hydrogen production processes. Should electrolysis become a dominant process for hydrogen production, water availability would be an additional factor in the location of production facilities. Once produced, hydrogen must be transported to markets. A key obstacle to making hydrogen fuel widely available is the scale of expansion needed to serve additional markets. Developing a hydrogen transmission and distribution infrastructure would be one of the challenges to be faced if the United States is to move toward a hydrogen economy. Initial uses of hydrogen are likely to involve a variety of transmission and distribution methods. Smaller users would probably use truck transport, with the hydrogen being in either the liquid or gaseous form. Larger users, however, would likely consider using pipelines. This option would require specially constructed pipelines and the associated infrastructure. Pipeline transmission of hydrogen dates back to late 1930s. These pipelines have generally operated at less than 1,000 pounds per square inch (psi), with a good safety record. Estimates of the existing hydrogen transmission system in the United States range from about 450 to 800 miles. Estimates for Europe range from about 700 to 1,100 miles (Mohipour et al. 2004; Amos 1998). These seemingly large ranges result from using differing criteria in determining pipeline distances. For example, some analysts consider only pipelines above a certain diameter as transmission lines. Others count only those pipelines that transport hydrogen from a producer to a customer (e.g., those pipelines designed for in-plant transport of hydrogen for use as feedstock or fuel are not counted). Operational status and hydrogen purity levels are also factors in defining these ranges. Hydrogen pipelines in the United States are predominantly along the Gulf Coast and connect major hydrogen producers with well-established, long-term customers. These hydrogen transmission systems pall by comparison with the 180,000-mile natural gas transmission pipeline. Since 1939, Germany has had a 130-mile pipeline carrying 20,000 lb/hour of hydrogen in a 10-inch pipe at 290 psi gauge (psig). The longest hydrogen pipeline in Europe is owned by Air Liquide and extends 250 miles from Northern France to Belgium. In theory, a blend of up to 20% hydrogen in natural gas can be transported without modifying natural gas pipelines (Oney et al. 1994). « less

Redwood is used as an impact energy-absorbing material in the plutonium air transportable (PAT) package. To function properly the redwood must retain its properties over a wide temperature range. Since data were not available, an experimental program was conducted on 3-inch cubes of redwood over the temperature range of -40 to 230/sup 0/F (-40 to 110/sup 0/C). The specific energy, average crushing stress, and percent compression at bottoming are presented for the 22 specimens tested. Average values show an approximately 10% decrease in the specific energy and average crushing stress for a temperature rise from 70 to 230/sup 0/F (21 to 110/sup 0/C); and an approximate 30% increase in these quantities for a decrease from 70 to -40/sup 0/F (21 to -40/sup 0/C). 10 figs.

TRANSIMS is a simulation system for the analysis of transportation options in metropolitan areas. Its major functional components are: (1) a population disaggregation module, (2) a travel planning module, (3) a regional microsimulation module, and (4) an environmental module. In addition to the major functional components, it includes a strong underpinning of simulation science and an analyst`s toolbox. The purpose of the environmental module is to translate traveler behavior into consequent air quality. The environmental module uses information from the TRANSIMS planner and the microsimulation and it supports the analyst`s toolbox. Transportation systems play a significant role in urban air quality, energy consumption and carbon-dioxide emissions. Recently, it has been found that current systems for estimating emissions of pollutants from transportation devices lead to significant inaccuracies. Most of the existing emission modules use very aggregate representations of traveler behavior and attempt to estimate emissions on typical driving cycles. However, recent data suggest that typical driving cycles produce relatively low emissions with most emissions coming from off-cycle driving, cold-starts, malfunctioning vehicles, and evaporative emissions. Furthermore, some portions of the off-cycle driving such as climbing steep grades are apt to be correlated with major meteorological features such as downslope winds. These linkages are important, but they are not systematically treated in the current modeling systems. The TRANSIMS system holds the promise of a more complete description of the role of heterogeneity in transportation in emission estimation. The TRANSIMS micro-simulation produces second by second vehicle positions defined by 7.5 meter cell locations. An approach has been used to convert average cell populations and average transitions between cells into fine-grained distributions of speeds and accelerations. This paper describes the approach and compares the emissions that result from: (1) actual ...

Capítulos en libros It is generally believed that plug-in electric vehicles (PEVs) offer environmental and energy security advantages compared to conventional vehicles. Policies are stimulating electric transportation deployment, and PEV adoption may grow significantly. New technology and business models are being developed to organize the PEV interface and their interaction with the wider grid. This paper analyzes the PEVs integration into a building s Energy Management System (EMS), differentiating between vehicle to macrogrid (V2M) and vehicle to microgrid (V2m) applications. This relationship is modeled by the Distributed Energy Resources Customer Adoption Model (DER-CAM), which finds optimal equipment combinations to meet microgrid requirements at minimum cost, carbon footprint, or other criteria. Results derive battery value to the building and the possibility of a contractual affiliation sharing the benefit. Under simple annual fixed payments and energy exchange agreements, vehicles are primarily used to avoid peak demand charges supplying cheaper off-peak electricity to the building during workdays. info:eu-repo/semantics/publishedVersion