Results for “Environmental Protection Agency” — Page 54

DOE OSTI2014

GEOCHEMICAL INVESTIGATIONS OF CO₂-BRINE-ROCK INTERACTIONS OF THE KNOX GROUP IN THE ILLINOIS BASIN

Increased output of greenhouse gases, particularly carbon dioxide (CO₂), into the atmosphere from anthropogenic sources is of great concern. A potential technology to reduce CO₂ emissions is geologic carbon sequestration. This technology is currently being evaluated in the United States and throughout the world. The geology of the Illinois Basin exhibits outstanding potential as a carbon sequestration target, as demonstrated by the ongoing Illinois Basin – Decatur Project that is using the Mt. Simon Sandstone reservoir and Eau Claire Shale seal system to store and contain 1 million tonnes of CO₂. The Knox Group-Maquoketa Shale reservoir and seal system, located stratigraphically above the Mt. Simon Sandstone-Eau Claire Shale reservoir and seal system, has little economic value as a resource for fossil fuels or as a potable water source, making it ideal as a potential carbon sequestration target. In order for a reservoir-seal system to be effective, it must be able to contain the injected CO₂ without the potential for the release of harmful contaminants liberated by the reaction between CO₂-formation fluids and reservoir and seal rocks. This study examines portions of the Knox Group (Potosi Dolomite, Gunter Sandstone, New Richmond Sandstone) and St. Peter Sandstone, and Maquoketa Shale from various locations around the Illinois Basin. A total of 14 rock and fluid samples were exposed to simulated sequestration conditions (9101–9860 kPa [1320–1430 psi] and 32°–42°C [90°– 108°F]) for varying amounts of time (6 hours to 4 months). Knox Group reservoir rocks exhibited dissolution of dolomite in the presence of CO₂ as indicated by petrographic examination, X-ray diffraction analysis, and fluid chemistry analysis. These reactions equilibrated rapidly, and geochemical modeling confirmed that these reactions reached equilibrium within the time frames of the experiments. Pre-reaction sample mineralogy and postreaction fluid geochemistry from this study suggests only limited potential for the release of United States Environmental Protection Agency regulated inorganic contaminants into potable water sources. Short-term core flood experiments further verify that the carbonate reactions occurring in Knox Group reservoir samples reach equilibrium rapidly. The core flood experiments also lend insight to pressure changes that may occur during CO₂ injection. The Maquoketa Shale experiments reveal that this rock is initially chemically reactive when in contact with CO₂ and brine. However, due to the conservative nature of silicate and clay reaction kinetics and the rapid equilibration of carbonate reactions that occur in the shale, these reactions would not present a significant risk to the competency of the shale as an effective seal rock.

Yoksoulian, Lois↗

DOE OSTI2011

Model Year 2012 Fuel Economy Guide: EPA Fuel Economy Estimates

The Fuel Economy Guide is published by the U.S. Department of Energy as an aid to consumers considering the purchase of a new vehicle. The Guide lists estimates of miles per gallon (mpg) for each vehicle available for the new model year. These estimates are provided by the U.S. Environmental Protection Agency in compliance with Federal Law. By using this Guide, consumers can estimate the average yearly fuel cost for any vehicle. The Guide is intended to help consumers compare the fuel economy of similarly sized cars, light duty trucks and special purpose vehicles.

FEG↗

DOE OSTI2012

Model Year 2013 Fuel Economy Guide: EPA Fuel Economy Estimates

The Fuel Economy Guide is published by the U.S. Department of Energy as an aid to consumers considering the purchase of a new vehicle. The Guide lists estimates of miles per gallon (mpg) for each vehicle available for the new model year. These estimates are provided by the U.S. Environmental Protection Agency in compliance with Federal Law. By using this Guide, consumers can estimate the average yearly fuel cost for any vehicle. The Guide is intended to help consumers compare the fuel economy of similarly sized cars, light duty trucks and special purpose vehicles.

FEG↗

DOE OSTI2013

Model Year 2014 Fuel Economy Guide: EPA Fuel Economy Estimates

The Fuel Economy Guide is published by the U.S. Department of Energy as an aid to consumers considering the purchase of a new vehicle. The Guide lists estimates of miles per gallon (mpg) for each vehicle available for the new model year. These estimates are provided by the U.S. Environmental Protection Agency in compliance with Federal Law. By using this Guide, consumers can estimate the average yearly fuel cost for any vehicle. The Guide is intended to help consumers compare the fuel economy of similarly sized cars, light duty trucks and special purpose vehicles. The vehicles listed have been divided into three classes of cars, three classes of light duty trucks, and three classes of special purpose vehicles.

biodiesel↗

DOE OSTI2014

Model Year 2015 Fuel Economy Guide: EPA Fuel Economy Estimates

The Fuel Economy Guide is published by the U.S. Department of Energy as an aid to consumers considering the purchase of a new vehicle. The Guide lists estimates of miles per gallon (mpg) for each vehicle available for the new model year. These estimates are provided by the U.S. Environmental Protection Agency in compliance with Federal Law. By using this Guide, consumers can estimate the average yearly fuel cost for any vehicle. The Guide is intended to help consumers compare the fuel economy of similarly sized cars, light duty trucks and special purpose vehicles. The vehicles listed have been divided into three classes of cars, three classes of light duty trucks, and three classes of special purpose vehicles.

biodiesel↗

DOE OSTI2012

Preparation and testing of corrosion and spallation-resistant coatings

This Energy & Environmental Research Center (EERC) project is designed to determine if plating APMT, a specific highly oxidation-resistant oxide dispersion-strengthened FeCrAl alloy made by Kanthal, onto nickel-based superalloy turbine parts is a viable method for substantially improving the lifetimes and maximum use temperatures of the parts. The method for joining the APMT plate to the superalloys is called evaporative metal bonding. It involves placing a thin foil of zinc (Zn) between the plate and the superalloy, clamping them together, and heating in an atmosphere-controlled furnace. Upon heating, the Zn melts and dissolves the oxide skins of the alloys at the bond line, allowing the two alloys to diffuse into each other. The Zn then diffuses through the alloys and evaporates from their surfaces. Laboratory testing has shown that the diffusion rate of Zn through the FeCrAl alloy is much faster than through the nickel superalloys. This means that the FeCrAl will serve as a sink for the Zn bonding alloy during the evaporative metal bonding process. Also, the testing has shown that the Zn diffusion mechanism is bulk diffusion, and not intergranular. This is a surprise. However, it means that quantification of the Zn diffusivities in these samples will be significantly simpler than would have been the case if grain boundary diffusion dominated. In addition to the laboratory testing, gas impinger and particulate samples are being collected from a combustor firing syngas and natural gas to determine what types of microcontaminants may reach a turbine firing syngas. The syngas is created in one of two different pilot-scale pressurized coal gasifiers. The initial analysis of the impinger solutions was for standard U.S. Environmental Protection Agency (EPA) Method 29 determination of hazardous metals and did not include major element analysis. When syngas is fired, the amount of Mn in the combustor gas increases substantially. Halogens (Br2 and Cl2) and hydrogen halides (HF, HCl, and HBr) are present in amounts close to or below 1 ppm. In the near future, the solutions will be reanalyzed for major elements. SEM analysis showed that the particulate matter is primarily nonstoichiometric iron sulfate. Most of the particles were 3 μm in diameter or less. Elements such as O, Fe, S, Cr, and Si make up the majority of the compositions of 3089 particles analyzed on the filter surface. The concentrations of O and S are high in almost all particles. The concentrations of S and Fe tend to be higher in the larger particles than in the smaller. In contrast the concentrations of O showed the reverse trend. We currently believe that the high values of Fe and Cr come from a reaction of the syngas with the stainless steel pipes used to transport the syngas, most likely by forming a vapor-phase carbonyl. During combustion, the carbonyls form nonstoichiometric sulfate particles. The excess Si is most likely coming from the coal ash, possibly through the formation of a silicon monoxide fume.

Electric↗

DOE OSTI2015

Natural Gas Methane Emissions in the United States Greenhouse Gas Inventory: Sources, Uncertainties and Opportunities for Improvement

Presentation summarizing key findings of a Joint Institute for Strategic Energy Analysis Report at an Environmental Protection Agency workshop: 'Stakeholder Workshop on EPA GHG Data on Petroleum and Natural Gas Systems' on November 19, 2015. For additional information see the JISEA report, 'Estimating U.S. Methane Emissions from the Natural Gas Supply Chain: Approaches, Uncertainties, Current Estimates, and Future Studies' NREL/TP-6A50-62820.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗

DOE OSTI2015

Model Year 2016 Fuel Economy Guide: EPA Fuel Economy Estimates

The Fuel Economy Guide is published by the U.S. Department of Energy as an aid to consumers considering the purchase of a new vehicle. The Guide lists estimates of miles per gallon (mpg) for each vehicle available for the new model year. These estimates are provided by the U.S. Environmental Protection Agency in compliance with Federal Law. By using this Guide, consumers can estimate the average yearly fuel cost for any vehicle. The Guide is intended to help consumers compare the fuel economy of similarly sized cars, light duty trucks and special purpose vehicles. The vehicles listed have been divided into three classes of cars, three classes of light duty trucks, and three classes of special purpose vehicles.

biodiesel↗

DOE OSTI2016

Technology Solutions Case Study: Zero Energy Ready Home and the Challenge of Hot Water on Demand

Production builders in the Stapleton community of Denver, Colorado, now build 2,300-ft2 or larger homes that earn the U.S. Environmental Protection Agency (EPA) ENERGY STAR® through the Certified Homes Program, Version 3. These builders are repositioning to build comparably sized homes to the standards of the U.S. Department of Energy’s (DOE’s) Zero Energy Ready Home (ZERH) program. Most ZERH criteria align closely with ENERGY STAR and are familiar to these builders.

building america↗

DOE OSTI2016

Filter-based control of particulate matter from a lean gasoline direct injection engine

New regulations requiring increases in vehicle fuel economy are challenging automotive manufacturers to identify fuel-efficient engines for future vehicles. Lean gasoline direct injection (GDI) engines offer significant increases in fuel efficiency over the more common stoichiometric GDI engines already in the marketplace. However, particulate matter (PM) emissions from lean GDI engines, particularly during stratified combustion modes, are problematic for lean GDI technology to meet U.S. Environmental Protection Agency Tier 3 and other future emission regulations. As such, the control of lean GDI PM with wall-flow filters, referred to as gasoline particulate filter (GPF) technology, is of interest. Since lean GDI PM chemistry and morphology differ from diesel PM (where more filtration experience exists), the functionality of GPFs needs to be studied to determine the operating conditions suitable for efficient PM removal. In addition, lean GDI engine exhaust temperatures are generally higher than diesel engines which results in more continuous regeneration of the GPF and less presence of the soot cake layer common to diesel particulate filters. Since the soot layer improves filtration efficiency, this distinction is important to consider. Research on the emission control of PM from a lean GDI engine with a GPF was conducted on an engine dynamometer. PM, after dilution, was characterized with membrane filters, organic vs. elemental carbon characterization, and size distribution techniques at various steady state engine speed and load points. The engine was operated in three primary combustion modes: stoichiometric, lean homogeneous, and lean stratified. In addition, rich combustion was utilized to simulate PM from engine operation during active regeneration of lean NOx control technologies. High (>95%) PM filtration efficiencies were observed over a wide range of conditions; however, some PM was observed to slip through the GPF at high speed and load conditions. The PM characterization at various engine speeds and loads will help enable optimized GPF design and control to achieve more fuel efficient lean GDI vehicles with low PM emissions.

Lewis, Sr, Samuel Arthur↗

DOE OSTI2016

Ammonia Generation and Utilization in a Passive SCR (TWC+SCR) System on Lean Gasoline Engine

Lean gasoline engines offer greater fuel economy than the common stoichiometric gasoline engine, but the current three-way catalyst (TWC) on stoichiometric engines is unable to control nitrogen oxide (NOX) emissions in the oxygen-rich exhaust. Thus, lean NOX emission control is required to meet existing Tier 2 and upcoming Tier 3 emission regulations set by the U.S. Environmental Protection Agency (EPA). While urea-based selective catalytic reduction (SCR) has proven effective in controlling NOX from diesel engines, the urea storage and delivery components can add significant size and cost. As such, onboard NH3 production via a passive SCR approach is of interest. In a passive SCR system, NH3 is generated over a close-coupled TWC during periodic slightly rich engine operation and subsequently stored on an underfloor SCR catalyst. Upon switching to lean operation, NOX passes through the TWC and is reduced by the stored NH3 on the SCR catalyst. In this work, a passive SCR system was evaluated on a 2.0-liter BMW lean burn gasoline direct injection engine to assess NH3 generation over a Pd-only TWC and utilization over a Cu-based SCR catalyst. System NOX reduction efficiency and fuel efficiency improvement compared to stoichiometric engine operation were measured. A feedback control strategy based on cumulative NH3 produced by the TWC during rich operation and NOX emissions during lean operation was implemented on the engine to control lean/rich cycle timing. 15% excess NH3 production over a 1:1 NH3:NOX ratio was required (via longer rich cycle timing) to achieve 99.7% NOX conversion at an SCR average inlet temperature of 350 C. Increasing NH3 generation further resulted in even higher NOX conversion; however, tailpipe NH3 emissions resulted. At higher temperatures, NH3 oxidation becomes important and limits NH3 availability for NOX reduction. At the engine conditions studied here, greater than 99% NOX conversion was achieved with passive SCR while delivering fuel efficiency benefits ranging between 6-11% compared with stoichiometric operation.

Prikhodko, Vitaly Y↗

DOE OSTI2016

Model Year 2017 Fuel Economy Guide: EPA Fuel Economy Estimates

The Fuel Economy Guide is published by the U.S. Department of Energy as an aid to consumers considering the purchase of a new vehicle. The Guide lists estimates of miles per gallon (mpg) for each vehicle available for the new model year. These estimates are provided by the U.S. Environmental Protection Agency in compliance with Federal Law. By using this Guide, consumers can estimate the average yearly fuel cost for any vehicle. The Guide is intended to help consumers compare the fuel economy of similarly sized cars, light duty trucks and special purpose vehicles.

biodiesel↗

DOE OSTI2017

Personal Fuel Economy in Conventional and Hybrid Electric Vehicles: Integrating Driving Cycle Predictions with Power Distribution Optimization

Improving fuel efficiency and lowering emissions are key societal goals. Standard driving cycles, pre-designed by the US Environmental Protection Agency (EPA), have long been used to estimate vehicle fuel efficiency in laboratory controlled conditions. They have also been used to test and tune different energy management strategies for hybrid electric vehicles (HEVs). This study uses standard driving cycles as a base for comparison, while aiming to develop fuel efficiency estimates based on personalized driving cycles that can inform consumers’ vehicle purchase and use decisions. To do this, we extracted driving cycles for conventional vehicles and HEVs from a large-scale survey that contains real-world GPS-based driving records. Next, the driving cycles were assigned to one of three categories: aggressive, normal, or calm. Then the driving cycles were used along with a driver-vehicle simulation that captures driver decisions (vehicle speed during a trip), powertrain, and vehicle dynamics to estimate personal fuel efficiency for conventional vehicles and HEVs. To optimize personal fuel efficiency estimates, the Equivalent Consumption Minimization Strategy (ECMS) is applied. Depending on the driving style (aggressive, normal, or calm) and the driving scenario (city or highway driving), conventional vehicle fuel consumption can vary widely compared with standard EPA driving cycles. Specifically, conventional vehicle fuel efficiency was 13% lower in calm city driving, but almost 34% higher for aggressive highway driving compared with standard EPA driving cycles. Interestingly, when a driving cycle is predicted based on application of case-based reasoning and used to tune the power distribution in HEVs, their fuel consumption can improve by up to 12% in city driving. Implications and limitations of the findings are discussed in the paper.

Liu, Jun↗

DOE OSTI2017

U.S. Light-duty Vehicle Air Conditioning Fuel Use and the Impact of Four Solar/Thermal Control Technologies

The U.S. uses 7.6 billion gallons of fuel per year for vehicle air conditioning (A/C), equivalent to 5.7 percent of the total national light-duty vehicle (LDV) fuel use. This equates to 30 gallons/year per vehicle, or 23.5 grams (g) of carbon dioxide (CO2) per mile, for an average U.S. vehicle. A/C is a significant contribution to national fuel use; therefore, technologies that reduce A/C loads may reduce operational costs, A/C fuel use, and CO2 emissions. Since A/C is not operated during standard EPA fuel economy testing protocols, EPA provides off-cycle credits to encourage OEMs to implement advanced A/C technologies that reduce fuel use in the real world. NREL researchers assessed thermal/solar off-cycle credits available in the U.S. Environmental Protection Agency's (EPA's) Final Rule for Model Year 2017 and Later Light-Duty Vehicle Greenhouse Gas Emissions and Corporate Average Fuel Economy. Credits include glazings, solar reflective paint, and passive and active cabin ventilation. Implementing solar control glass reduced CO2 emissions by 2.0 g/mi, and solar reflective paint resulted in a reduction of 0.8 g/mi. Active and passive ventilation strategies only reduced emissions by 0.1 and 0.2 g/mi, respectively. The national-level analysis process is powerful and general; it can be used to determine the impact of a wide range of new vehicle thermal technologies on fuel use, EV range, and CO2 emissions.

30 DIRECT ENERGY CONVERSION↗

DOE OSTI2017

Model Year 2018 Fuel Economy Guide: EPA Fuel Economy Estimates

The Fuel Economy Guide is published by the U.S. Department of Energy as an aid to consumers considering the purchase of a new vehicle. The Guide lists estimates of miles per gallon (mpg) for each vehicle available for the new model year. These estimates are provided by the U.S. Environmental Protection Agency in compliance with Federal Law. By using this Guide, consumers can estimate the average yearly fuel cost for any vehicle. The Guide is intended to help consumers compare the fuel economy of similarly sized cars, light duty trucks and special purpose vehicles.

biodiesel↗

DOE OSTI2018

Methodology for National Water Savings Model and Spreadsheet Tool—Outdoor Water Use

This report describes the method Lawrence Berkeley National Laboratory (LBNL) developed to estimate national impacts of the U.S. Environmental Protection Agency’s (EPA’s) WaterSense labeling program for weather-based irrigation controllers (WBIC). Estimated impacts include the national water savings attributable to the program and the net present value of the lifetime water savings for consumers of irrigation controllers.

Chen, Yuting↗

DOE OSTI2015

Field Test to Evaluate Deep Borehole Disposal.

The U.S. Department of Energy (DOE) has embarked on the Deep Borehole Field Test (DBFT), which will investigate whether conditions suitable for disposal of radioactive waste can be found at a depth of up to 5 km in the earth’s crust. As planned, the DBFT will demonstrate drilling and construction of two boreholes, one for initial scientific characterization, and the other at a larger diameter such as could be appropriate for waste disposal (the DBFT will not involve radioactive waste). A wide range of geoscience activities is planned for the Characterization Borehole, and an engineering demonstration of test package emplacement and retrieval is planned for the larger Field Test Borehole. Characterization activities will focus on measurements and samples that are important for evaluating the long-term isolation capability of the Deep Borehole Disposal (DBD) concept. Engineering demonstration activities will focus on providing data to evaluate the concept’s operational safety and practicality. Procurement of a scientifically acceptable DBFT site and a site management contractor is now underway. The concept of deep borehole disposal (DBD) for radioactive wastes is not new. It was considered by the National Academy of Science (NAS 1957) for liquid waste, studied in the 1980’s in the U.S. (Woodward–Clyde 1983), and has been evaluated by European waste disposal R&D programs in the past few decades (for example, Grundfelt and Crawford 2014; Grundfelt 2010). Deep injection of wastewater including hazardous wastes is ongoing in the U.S. and regulated by the Environmental Protection Agency (EPA 2001). The DBFT is being conducted with a view to use the DBD concept for future disposal of smaller-quantity, DOE-managed wastes from nuclear weapons production (i.e., Cs/Sr capsules and granular solid wastes). However, the concept may also have broader applicability for nations that have a need to dispose of limited amounts of spent fuel from nuclear power reactors. For such nations the cost for disposing of volumetrically limited waste streams could be lower than mined geologic repositories.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗

DOE OSTI2018

Assessing Alignment Between a Top-Down LCA Model and a Bottom-Up Supply Chain Model for Data Gap Identification and Prioritization

This work presents a method for evaluating the alignment between the results of bottom-up and top-down models and using the evaluation to enhance the bottom-up model and underlying data set. Disaggregation is used to enhance the embodied energy results of top-down models, which are then compared to bottom-up model results. Using the disaggregated top-down results makes it possible to identify specific data gaps and deficiencies within the bottom-up model and its data set. The top-down results will also provide information around which data gaps in the bottom-up model are contributing the most error to the results; in this way, data gaps can be identified as either critical or non-critical, and the effort needed to acquire and add data can be prioritized. Although the proposed method could be applied to any physical quantity or environmental impact that can be quantified with both bottom-up models (typically in physical units) and top-down models (typically in monetary units), embodied energy is the focus of this work. The disaggregated energy baseline is calculated from the throughput vector x, which gives the total economic activity required from each sector to provide a final demand. Using the direct requirements matrix, each element in x is disaggregated into a vector of inputs to the corresponding sector. Energy data from the interventions matrix B is then used to convert the monetary flows of the disaggregated x into physical energy flows. For each energy flow, the origin sector, the destination sector, and the energy carrier type will all be known. These energetic flows are analogous but not identical to direct energy inputs that would appear in a unit process used in life cycle analysis and other bottom-up methods, and thus can be used to evaluate the alignment between the top-down results and the results of a bottom-up model. To demonstrate and further develop the proposed method, embodied energy for chemicals assessed in the 2015 U.S. DOE bandwidth study on energy use within the chemical sector will be calculated using a top-down and a bottom-up model. The Materials Flows through Industry (MFI) modeling tool developed at the National Renewable Energy Laboratory is used as the bottom-up model, and the U.S. EEIO model, recently published by the U.S. Environmental Protection Agency, is used as the top-down model. U.S. EEIO and MFI results will be evaluated to determine how well the model results align. Where the two models are not in good alignment, the disaggregation method described above will be applied to the top-down model to generate a more detailed set of results that will aid in identifying data gaps in the MFI database. Using only MFI, data gaps can be identified in terms of which sectors have few or no unit processes in the database, but no information is available regarding the impact of the missing data on MFI results. The disaggregated top-down results will provide this information on which gaps in the MFI data are critical and have a significant impact on the results, and which are less important.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗