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Fact of the Week #1017

FOTW# 1017, February 19: Non-Hybrid Stop-Start Systems Doubled for Light Trucks from 2016 to 2017

Stop-start systems have been used on hybrid vehicles since hybrids were first introduced almost 20 years ago. In recent years, manufacturers have begun installing stop-start systems in non-hybrid vehicles as well. A vehicle equipped with stop-start will shut down the engine when the vehicle is stopped and start the engine when the brake pedal is released to reduce engine idle time. This is particularly effective in city driving where brief but frequent stops are required due to traffic lights and congestion. The market penetration of non-hybrid stop-start systems on cars grew from 9.1% in 2016 to 14.2% in 2017 while light trucks nearly doubled, reaching 20.3% in 2017. Engines with stop-start technology have different architecture to prevent premature wear of engine components, including the starter. According to the Environmental Protection Agency, stop-start systems improve fuel economy by about 4-5%.

Non-Hybrid Stop-Start Technology Market Share for Cars and Light Trucks from 2012 to 2017

* Data for 2017 are preliminary, based on projected production data from the automakers.

Note: Includes only non-hybrid stop-start technology. The definition of cars and light trucks is the same definition as in the Corporate Average Fuel Economy rulemaking. Thus, the car category includes cars, station wagons, and small 2-wheel drive sport utility vehicles (SUV). The light truck category includes pickups, vans, minivans, 4-wheel drive SUV, and large SUV.

Sources: U.S. Environmental Protection Agency, Light-Duty Automotive Technology, Carbon Dioxide Emissions, and Fuel Economy Trends: 1975 Through 2017, EPA-420-R-18-001, January 2018.

U.S. Environmental Protection Agency, Green Vehicle Guide, Gasoline and Diesel Advanced Technology Vehicles website, accessed January 20, 2018.

Fact #1017 Dataset

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Conrad LNG Announces First LNG Bunkering Barge Built in North America

 

 courtesy of GTTNA

LCF Member, Conrad LNG is pleased to announce that the Clean Jacksonville – the first LNG bunkering barge ever built in North America – will be delivered to TOTE Maritime in spring of this year. As the first of its kind, this 2,200m3 capacity LNG barge will operate out of the Port of Jacksonville, Florida, supplying TOTE’s two Marlin-class gas-powered container vessels currently running on clean burning natural gas on its Puerto Rican trade route. Conrad was fortunate to work with multiple esteemed industry leaders on this historic endeavor - including TOTE Maritime, Clean Marine Energy (CME), GTT NA, and Bristol Harbor Group.  For more information on the barge project, please visit:

For questions or inquiries, please contact Beau Berthelot at bjberthelot@conradindustries.com.

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Platooning Trucks to Cut Cost and Improve Efficiency

At first glance, platooning doesn’t look like much – just a few tractor-trailers driving down the highway a bit closer together than we’re used to. But, what is actually happening is much more complex and presents the opportunity for significant safety, energy efficiency, and cost benefits. Early studies have shown that 65% of current long-haul truck miles could potentially be platooned, reducing total truck fuel consumption by 4%.

 

 Photo Credit: Department of Transportation

What is Platooning?

So, what is truck platooning? Platooning involves the use of vehicle-to-vehicle communications and sensors, such as cameras and radar, to virtually connect two or more trucks together in a convoy. The virtual link enables all of the vehicles in the platoon to communicate with each other, allowing them to automatically accelerate together, brake together, and enables them to follow each other at a closer distance than is typically possible with unlinked trucks.

The technology detects and reacts to stopped or slow vehicles ahead of the platoon and adjusts as needed when a vehicle cuts in between the trucks in the platoon. With current platooning technology, each truck in the platoon has a human driver responsible for steering and taking over the speed and braking as needed. The driver of the first truck leads the platoon and navigates the route. As the technology improves, there may only be the need for a lead driver, or no human drivers at all.

Why do it?

Truck platooning could provide many benefits. When implemented, platooning can improve safety, increase energy efficiency, and reduce costs.

Truck platooning technology includes automatic braking. The automatic brakes are able to react much faster than a human, improving safety and reducing the likelihood of collisions. Truck platoons also take up less space on the road, and experience fewer short or sudden acceleration and braking events, than unlinked trucks. The trucks travelling closer together at smoother speeds improves traffic flow and boosts the efficiency of delivering goods.

Platooning is also a cost saver. With the trucks driving close together at a constant speed, the lead vehicle cuts through the air and reduces the amount of air hitting the front of, and flowing between, the following vehicles. This is similar to when race cars or cyclists draft off one another in a race. The reduced aerodynamic drag on all of the vehicles in the platoon means that the trucks use less fuel, which reduces operating costs.

The U.S. Army is interested in platooning technologies for the potential to reduce the number of lives at risk in combat areas. Using platooning technologies in military applications could minimize the number of soldiers needed to man convoy vehicles, resulting in a reduced number of soldiers at risk of encountering roadside bombs.

Coordinated Research

The Department of Energy’s Vehicle Technologies Office’s (VTO) Energy Efficient Mobility Systems (EEMS) Program coordinates with the U.S Army and the Department of Transportation (DOT) in this shared space to accelerate research and development. DOT’s mission is to serve the United States by ensuring a fast, safe, efficient, accessible and convenient transportation system. DOT sees platooning as one way to improve the safety of trucking through collision avoidance features. VTO is interested in the potential to improve energy efficiency and cut costs for businesses and consumers through this technology.

VTO’s EEMS Program is investigating the potential impact platooning technology could have on energy use in our transportation system. Recent EEMS research done by the National Renewable Energy Laboratory used telematics, or on-board data logging, to estimate the amount of platoonable miles travelled by trucks and found 65% of the miles could be platooned, resulting in a 4% reduction in total truck fuel consumption. Another recent VTO funded study assessed the energy impact of adaptive cruise control and showed that the middle truck in a platoon saves the most at shorter gaps, while the trailing truck saves the most at longer gaps.

To learn more about the Department's work on connected and automated vehicle technologies, visit the Energy Efficient Mobility Systems page on Vehicle Technologies Office website.

 

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Inspiring the Next Generation of Scientists and Engineers—As We Were Inspired

Ten-year-old Leo worked in the Education Center at the National Renewable Energy Laboratory (NREL), fitting together snap-on electrical circuits. The boy from a Denver community center was enthralled by the sheer joy of adding buzzers, lights, and switches to the device. Sitting at a desk nearby, Rhielle carefully colored a drawing of a solar panel. “I want to be everything: a singer, waitress, scientist, baker—because baking is a science,” the eight-year-old explained. Everywhere, the room buzzed with energy, as 16 grade schoolers performed experiments and talked to volunteer researchers as part of a science, technology, engineering, and math (STEM) outreach connecting NREL with our local community.

It reminded me of my own start on the pathway of scientific discovery. As a high school student in Regensburg, Germany, I wondered about this exotic world of test tubes and microscopes—and so visited the office of a distinguished biologist in my hometown university. I asked if he would talk to me—but he was busy at the moment. Instead, this scientist invited me into his laboratory, where I saw first-hand some of his experiments. Later, we chatted and he gave me a basic college text.

He continued to follow me, and mentored me throughout my science studies. I’ve never forgotten that lesson about the importance of sharing science with younger minds. That is why I’m so enthusiastic about STEM learning, and support it passionately at NREL. Whenever we can engage younger students—especially those who may not have had a chance to consider science and engineering as careers—we are building our future.

Throughout the year, NREL actively engages in a range of STEM events. Last May, we held NREL’s 27th annual Junior Solar Sprint and Lithium-Ion (Li-ion) Battery Car Competitions on campus, attracting 53 teams from 18 Colorado middle schools. Maybe you’ve been to something like this. Some cars scoot, some fizzle—yet regardless of the finish, everyone gains hands-on experience. Likewise, we co-sponsored the 27th Colorado Science Bowl, giving kids a chance to test their knowledge against other aspiring young researchers. This year the Lambkins from Ft. Collins roared to victory, correctly answering a range of questions across the sciences. We were part of the first Energy Day Colorado this fall, giving academic awards to promising scholars.

Whenever we can, we try to open our doors to prospects. Hannah, a high school sophomore from Boulder, won an NREL-sponsored award at the Colorado Science and Engineering Fair. Sure, she’d already gotten a plaque made from a recycled solar panel and a stipend of $100 for a building cooling project—but we wanted to give her something more. So we arranged a campus tour so that she could talk to researchers in her field. She chatted happily, and afterwards declared, “This place is cool.” Although she has a ways to go, she was clear: because both science and NREL are now positively linked in her mind, she hopes to one day work at the lab. Now that would be cool.

Of course, we won’t know for years whether Hannah will come here, chose another national laboratory, or find a different path. Likewise, we can’t foresee whether Leo will become an electrical engineer or Rhielle seek a career as a chemist. But we do know that 3,688 students who have visited NREL this year, or gone to competitions we’ve run, have all gained exposure to STEM activities. We can’t tell immediately how much impact these encounters have had—although the smiles of students tell us a lot—but speaking from personal experience, we should be confident that this type of inspiration can last a lifetime and will build our future.

Kids enjoying STEM activities at the National Renewable Energy Lab (NREL)

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New Initiatives Will Use Supercomputers to Improve Transportation Energy Efficiency

DOE’s Vehicle Technologies Office commits $2.5M in FY2018 funds to Big Data and High Performance Computing Initiatives.

Did you know, the Department of Energy’s National Laboratories are home to 32 of the fastest supercomputers on Earth? Scientists and researchers at the national labs use these supercomputers to accelerate research by creating models from complex data sets. Now, two new Vehicle Technologies Office (VTO) initiatives - High Performance Computing for Mobility (HPC4Mobility) and Big Data Solutions for Mobility – will utilize the computing capabilities of the national labs to find solutions to real-world transportation energy challenges.

These initiatives are part of VTO’s Energy Efficient Mobility Systems (EEMS) Program. The EEMS Program’s mission is to conduct early-stage research at the vehicle, traveler, and system levels to create knowledge, tools, and solutions that increase mobility for individuals and businesses while improving transportation energy efficiency.

Big Data Solutions for Mobility

VTO’s EEMS program has launched a $2M multi-lab research initiative to develop new algorithms and big data tools that can model urban-scale transportation networks using real-world, near real-time data. The initiative will develop the data science approaches and HPC-supported framework for next-generation mobility systems modeling and operational analytics. This will deliver an understanding of transportation system efficiency opportunities that is not attainable with current approaches. Modeling informed by real-time data will allow transportation systems to respond to events such as accidents, weather, and congestion in such a way that optimizes the overall energy use of the system.

The Big Data initiative includes researchers from Lawrence Berkeley National Laboratory, Pacific Northwest National Laboratory, Argonne National Laboratory, and Oak Ridge National Laboratory as well as partners from academia and industry.

HPC4Mobility

HPC4Mobility will provide cities, companies, transportation system operators, and others that qualify, access to national laboratory resources, including supercomputing facilities, data-science expertise, and machine-learning capabilities. These partnerships aim to discover opportunities for energy efficiency increases in mobility systems.

This investment supports innovative and scalable HPC4Mobility projects. These projects will uncover opportunities for energy efficiency gains by applying high-performance computing resources to emerging transportation data sets. Initial VTO funding of $500K has been provided to the participating laboratories. Each selected external partner will provide in-kind cost-share contributions.

The first year “seed” projects for HPC4Mobility include:

  • Lawrence Berkeley National Laboratory will work with the Los Angeles County Metropolitan Transportation Authority on HPC-enabled computation of demand models at scale to predict the energy impacts of emerging mobility solutions. Possible applications include modeling the impact of autonomous vehicles on transportation energy use and the hour-by-hour impact of ride hailing services on traffic congestion.
  • Oak Ridge National Laboratory will work with GRIDSMART Technologies, Inc. on reinforcement learning-based traffic control approaches to optimize energy usage and traffic efficiency.

Sponsored by DOE’s the Office of Energy Efficiency and Renewable Energy, the High Performance Computing for Mobility (HPC4Mobility) Program is part of the larger HPC4 Energy Innovation Initiative, a Department-wide effort comprised of, the Office of Energy Efficiency and Renewable Energy, the Office of Fossil Energy, and the Office of Nuclear Energy.

To learn more about the Department's work with industry, academia, and community partners on advanced vehicle technologies, please visit the Vehicle Technologies Office website

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2018 Fuel Economy Guide Helps Consumers Save Money

A photo of a person working at a laptop with the FY18 fuel economy guide showing on the screen.Just in time for the New Year, the 2018 Fuel Economy GuidePDF is now available at FuelEconomy.gov. The guide is published annually by the U.S. Department of Energy and the U.S. Environmental Protection Agency and offers data on current model year (MY) vehicles.

This year’s guide provides fuel economy ratings for more than 1,000 light-duty vehicles, along with projected annual fuel costs and other information for prospective purchasers. The guide, available in an electronic-only formatPDF this year, is designed to help car buyers choose the most fuel-efficient vehicles that fit their needs.

The MY 2018 Fuel Economy Guide includes fuel economy information for plug-in hybrid and electric vehicles and details fuel economy leaders across several vehicle classes. Data is updated regularly as manufacturers provide additional information about MY 2018 vehicles.

 

In addition to the guide, fueleconomy.govfeatures other useful tools and information to help car buyers. The website includes “best-in-class” lists across multiple market categories and provides a Top 10 most fuel-efficient vehicle list for electric vehicles, plug-in hybrid electric vehicles, and non-plug in vehicles.

For those in the market for a new or used car, the Find-a-Car feature, as well as the Find-a-Car app, allows users to search for and compare fuel efficiency data by class, make model, and year. EPA data on miles per gallon equivalent and estimated annual fuel cost are available for each vehicle. The Fuel Economy Guide provides this information for all vehicles dating back to 1984.

Users can also track their own personal fuel economy through the My MPG tool or calculate the fuel cost for a road trip. Gas Mileage Tips provide specific savings for driving more efficiently and keeping your car in shape.  

The MY 2018 Fuel Economy Guide is only available electronically (PDF). With the MY 2018 Fuel Economy Guide and FuelEconomy.gov, consumers have the tools and data available to save money on fuel, whether they are shopping for a new vehicle or making the most out of their current one. 

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3 Ways Distilled Biodiesel Can Give You a Competitive Advantage

“What are some benefits of distilled biodiesel?”


The answer is as simple as 1, 2, 3 — the benefits wholesalers, retailers and fleets get with distilled biodiesel: 

  1. Superior cold weather performance
  2. Lower carbon intensity with decreased supply and price fluctuations through feedstock flexibility
  3. Easier blending
Those are the top three benefits we’ll focus on in this article. If you want to take a deeper dive into the topic, including the science behind distillation, download our free white paper on distilled biodiesel.

Superior cold weather performance

Distilled biodiesel has advanced cold flow properties because distillation does a better job than other purification methods at removing minor components that can contribute to filter plugging. Far too often people think Cloud Point is the only thing that matters when using biodiesel in the cold. Even with a higher Cloud Point, distilled biodiesel can outperform undistilled low cloud biodiesel in cold weather.

Feedstock flexibility

The ability to create high-quality biodiesel from a variety of feedstocks — feedstock flexibility, as we call it at REG — has a couple of big advantages. One is it can provide more nimbleness in the commodity markets. If a particular feedstock is experiencing price or supply fluctuations, we can turn to another feedstock and know that our end product will still meet ASTM and customer specifications. This, of course, is good for our customers, too. 

Another advantage of feedstock flexibility is the ability to make biodiesel from feedstocks such as animal fat, used cooking oil and inedible corn oil that can allow for lower carbon intensity (CI) scores. Carbon intensity is the measure of greenhouse gas emissions associated with producing and consuming a fuel. Some of the feedstocks with favorable CI scores can result in biodiesel with a higher Cloud Point, but with Cloud Point being less of an issue with a distilled product, users can get a fuel with lower carbon intensity that helps them reach sustainability goals and also performs well in cold weather. 

So to recap, under this single benefit of feedstock flexibility comes several other advantages, including supply, price and sustainability. 

Ease of blending

You may be sensing a theme related to the removal of minor components in the distillation process — and it has yet another benefit. It helps create the purest type of biodiesel. A purer biodiesel means there are fewer minor components. Fewer minor components means less effort is required to fully mix the biodiesel molecules and petroleum diesel molecules. 

Free white paper

If you’d like to learn more about distilled biodiesel, including the distillation process and how it differs from the traditional method of purifying biodiesel, read this white paper. 

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