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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.
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The goal of this work is to assess the potential for US export of hydrogen. This covers export market potential, technical production potential and the ability to leverage existing liquefied natural gas (LNG) infrastructure.
A method and a precooling system are provided for precooling gaseous fuel supplied for fueling pressurized gaseous vehicle onboard storage tank systems. The precooling system is used in pressurized gaseous fueling stations with source fuels in cryogenic state, such as liquid hydrogen (LH2) and liquefied nature gas (LNG). A thermal buffer heat exchanger includes a heat exchanger medium, and a cold loop and a warm loop contained in the heat exchanger medium. A control unit is configured for controlling cryogenic fuel supplied to the cold loop for cooling the thermal buffer heat exchanger. The thermal buffer heat exchanger enables precooling high pressure gaseous fuel to a preset temperature supplied to a dispenser supplying high pressure gaseous fuel to refuel a vehicle onboard storage tank system.
This fact sheet provides an overview of potential alternative fuel vehicle operational cost savings, opportunities to generate revenue for the state and income for individuals, and several examples of alternative fuels supporting jobs in Alabama. Alternative transportation fuels could potentially provide economic benefits to rural Alabama by lowering operating costs for vehicle owners and creating new revenue streams and job opportunities for fuel providers, technicians, and dealerships. The use of electricity, compressed natural gas (CNG), liquefied natural gas (LNG), liquefied petroleum gas (LPG or propane) could result in reduced fuel costs and maintenance expenses for both public and private fleets, as well as individual consumers. Fleet operators often invest in private fueling infrastructure, while publicly accessible stations could attract traffic and commerce to local businesses and communities. Technicians capable of retrofitting alternative fuels and maintaining the vehicles and fueling infrastructure could develop business opportunities as well, but they require special training and often certifications. These cost savings and increased revenues may be recirculated through the economy and impact more than just the beneficiaries listed above.
Shipping is one of the most efficient transportation modes for moving freight globally. International regulations concerning decarbonization and emission reduction goals drive rapid innovations to meet the 2030 and 2050 greenhouse gas reduction targets. The internal combustion engines used for marine vessels are among the most efficient energy conversion systems. Internal combustion engines dominate the propulsion system architectures for marine shipping, and current marine engines will continue to serve for several decades. However, to meet the aggressive goals of low-carbon-intensity shipping, there is an impetus for further efficiency improvement and achieving net zero greenhouse gas emissions. These factors drive the advancements in engine technologies, low-carbon fuels and fueling infrastructure, and emissions control systems. This editorial presents a perspective on the future of ship engines and the role of low-life cycle-carbon-fuels in decarbonizing the marine shipping sector. A selection of zero-carbon, net-zero carbon, and low-lifecycle-carbon-fuels are reviewed. This work focuses on the opportunities and challenges of displacing distillate fossil fuels for decarbonizing marine shipping. In conclusion, enabling technologies such as next-generation air handling, fuel injection systems, and advanced combustion modes are discussed in the context of their role in the future of low-CO 2 intensity shipping.
Hurricanes are increasing in frequency, intensity, duration, and are projected to continue increasing. Many counties and cities in Florida are developing resilience plans to help them minimize damage from hurricanes and accelerate recovery. The transportation portion of these plans tend to focus on bolstering road infrastructure, stockpiling diesel for strategic fleets, purchasing high-water vehicles, and placing evacuation shelters in safe areas. An Achilles heel of these plans is their dependence on diesel fuel, which is particularly vulnerable to hurricane-related disruptions since 90% of petroleum in Florida needs to be imported via maritime tanker. These tankers are restricted from accessing Florida ports before and during hurricanes because the risks of damage to the port facilities and tanker are too high. Therefore, transportation resilience can be fortified by diversifying the transportation fuels utilized in a hurricane.
This report provides a perspective on energy infrastructure under development in the continental U.S. as of the end of 2024, focusing on those making significant progress toward achieving commercial operation. Infrastructures covered in this report include power plants, electric transmission, natural gas pipelines and liquefied natural gas facilities. Additionally, this report includes a section on stockpiled volumes of coal, natural gas, and petroleum.
This report provides a perspective on energy infrastructure under development in the continental U.S. as of the end of 2025, focusing on those making significant progress toward achieving commercial operation. Infrastructures covered in this report include power plants, electric transmission, natural gas pipelines, liquefied natural gas terminals, and datacenters. Additionally, this report includes a section on stockpiled volumes of coal, natural gas, and petroleum.
Natural gas powers about 175,000 U.S. vehicles and more than 23 million vehicles worldwide.1 Natural gas vehicles (NGVs) are a good choice for high-mileage (high fuel-use) fleets - such as buses, medium- and heavy-duty trucks, and refuse vehicles - that are centrally fueled or operate within a limited area or along a route with natural gas fueling stations. The advantages of natural gas as an alternative fuel include its domestic production, established distribution network, relatively low cost, and emissions benefits.
This chart compares the physical fuel properties and considerations associated with gasoline/E10, low sulfur diesel, biodiesel, propane, compressed natural gas, liquefied natural gas, ethanol, methanol, hydrogen, and electricity for use as vehicle fuels.
This chart compares the physical fuel properties and considerations associated with gasoline/E10, low sulfur diesel, biodiesel, renewable diesel, propane, compressed natural gas, liquefied natural gas, ethanol, methanol, hydrogen, and electricity for use as vehicle fuels.