Publications

National Renewable Energy Laboratory, Golden, Colorado

Achieving the Department of Energy target of an 80% reduction in greenhouse gas emissions by 2050 depends on transportation-related strategies combining technology innovation, market adoption, and changes in consumer behavior. This study examines expanding low-carbon transportation fuel infrastructure to achieve deep GHG emissions reductions, with an emphasis on fuel production facilities and retail components serving light-duty vehicles. Three distinct low-carbon fuel supply scenarios are examined: Portfolio: Successful deployment of a range of advanced vehicle and fuel technologies; Combustion: Market dominance by hybridized internal combustion engine vehicles fueled by advanced biofuels and natural gas; Electrification: Market dominance by electric drive vehicles in the LDV sector, including battery electric, plug-in hybrid, and fuel cell vehicles, that are fueled by low-carbon electricity and hydrogen. A range of possible low-carbon fuel demand outcomes are explored in terms of the scale and scope of infrastructure expansion requirements and evaluated based on fuel costs, energy resource utilization, fuel production infrastructure expansion, and retail infrastructure expansion for LDVs. This is one of a series of reports produced as a result of the Transportation Energy Futures (TEF) project, a Department of Energy-sponsored multi-agency project initiated to pinpoint underexplored transportation-related strategies for abating GHGs and reducing petroleum dependence.

U.S. DRIVE Partners

U.S. DRIVE (Driving Research and Innovation for Vehicle efficiency and Energy sustainability) is a voluntary government-industry partnership focused on precompetitive, advanced automotive and related infrastructure technology research and development (R&D). Partners are the United States Department of Energy (DOE); the United States Council for Automotive Research LLC (USCAR)--a consortium composed of Chrysler Group LLC, Ford Motor Company, and General Motors; Tesla Motors, Inc.; five energy companies--BP America, Chevron Corporation, Phillips 66 Company, ExxonMobil Corporation, and Shell Oil Products US; two electric utilities--DTE Energy and Southern California Edison; and the Electric Power Research Institute.</p><p>By providing a framework for frequent and regular interaction among technical experts in common areas of expertise, the Partnership accelerates technical progress, helps to avoid duplication of efforts, ensures that publicly funded research delivers high-value results, and overcomes high-risk barriers to technology commercialization.</p><p>U.S. DRIVE partners selected the technical highlights contained in this document from hundreds of DOE-funded projects conducted by some of the nation's top scientists and engineers. Each one-page summary represents what DOE and automotive, energy, and utility industry partners collectively consider to be significant progress in the development of advanced automotive and infrastructure technologies.

National Renewable Energy Laboratory, Golden, Colorado

This publication provides an overview of the U.S. Department of Energy's Clean Cities program, which builds partnerships to reduce petroleum use in transportation in communities across the country.

National Renewable Energy Laboratory, Golden, Colorado

The expanding availability of alternative fuels and advanced vehicles makes it easier than ever to reduce petroleum use, cut emissions, and save on fuel costs. The Clean Cities 2013 Vehicle Buyer's Guide features a comprehensive list of model year 2013 vehicles that can run on ethanol, biodiesel, electricity, propane or natural gas.

Committee on Transitions to Alternative Vehicles and Fuels; Board on Energy and Environmental Systems; Division on Engineering and Physical Sciences; National Research Council

For a century, almost all light-duty vehicles (LDVs) have been powered by internal combustion engines (ICEs) operating on petroleum fuels. Energy security concerns over petroleum imports and the effect of greenhouse-gas (GHG) emissions on global climate are driving interest in alternatives. This report assesses the potential for reducing petroleum consumption and GHG emissions by 80% across the U.S. LDV fleet by 2050, relative to 2005. It examines the current capability and estimated future performance and costs for each vehicle type and non-petroleum-based fuel technology as options that could significantly contribute to these goals. By analyzing scenarios that combine various fuel and vehicle pathways, the report also identifies barriers to implementation of these technologies and suggests policies to achieve the desired reductions. Several scenarios are promising, but strong, effective, and sustained but adaptive policies such as research and development (R&D), subsidies, energy taxes, or regulations will be necessary to overcome barriers such as cost and consumer choice.

Notes: This book is available for purchase from The National Academies Press.

National Renewable Energy Laboratory, Golden, Colorado

This annual report details the petroleum savings and vehicle emissions reductions achieved by the U.S. Department of Energy's Clean Cities program in 2011. The report also details other performance metrics, including the number of stakeholders in Clean Cities coalitions, outreach activities by coalitions and national laboratories, and alternative fuel vehicles deployed.

National Renewable Energy Laboratory, Golden, Colorado

Each year, the U.S. Department of Energy (DOE) asks Clean Cities coordinators to submit an annual report of their activities and accomplishments for the previous calendar year. Data and information are submitted to an online database that is maintained as part of the Alternative Fuels and Advanced Vehicles Data Center (AFDC) at the National Renewable Energy Laboratory (NREL). Coordinators submit a range of data that characterizes the membership, funding, projects, and activities of their coalitions. They also submit data about sales of alternative fuels, deployment of alternative fuel vehicles (AFVs) and hybrid electric vehicles (HEVs), idle reduction initiatives, fuel economy activities, and programs to reduce vehicle miles traveled (VMT). NREL analyzes the data and translates them into gasoline use reduction impacts, which are summarized in this report.

National Renewable Energy Laboratory, Golden, Colorado

Biannual newsletter for the U.S. Department of Energy's Clean Cities initiative. The newsletter includes feature stories on advanced vehicle deployment, idle reduction, and articles on Clean Cities coalition successes across the country.

Oak Ridge National Laboratory, Oak Ridge, Tennessee

The Transportation Energy Data Book (TEDB) is a compendium of data on transportation with an emphasis on energy. Designed for use as a desktop reference, the TEDB was first published in 1976 and has continued to Edition 31. The TEDB is produced by Oak Ridge National Laboratory for the U.S. Department of Energy's Office of Energy Efficiency and Renewable Energy.</p><p>Contents: Chapter 1, Petroleum; Chapter 2, Energy; Chapter 3, All Highway Vehicles and Characteristics; Chapter 4, Light Vehicles and Characteristics; Chapter 5, Heavy Vehicles and Characteristics; Chapter 6, Alternative Fuel and Advanced Technology Vehicles and Characteristics; Chapter 7, Fleet vehicles and Characteristics; Chapter 8, Household Vehicles and Characteristics; Chapter 9, Nonhighway Modes, including airplanes, ships and railroads; Chapter 10, Transportation and the Economy; Chapter 11, Greenhouse Gas Emissions; and Chapter 12, Criteria Air Pollutants.

National Renewable Energy Laboratory

This report discusses key analysis results based on data from early 2005 through September 2011 from the U.S. Department of Energy's (DOE's) Controlled Hydrogen Fleet and Infrastructure Validation and Demonstration Project, also referred to as the National Fuel Cell Electric Vehicle (FCEV) Learning Demonstration. This report serves as one of many mechanisms to help transfer knowledge and lessons learned within various parts of DOE's Fuel Cell Technologies Program, as well as externally to other stakeholders. It is the fifth and final such report in a series, with previous reports being published in July 2007, November 2007, April 2008, and September 2010.

Breakthrough Technologies Institute, Inc., Washington, DC

Fuel cells are electrochemical devices that combine hydrogen and oxygen to produce electricity, water, and heat. Unlike batteries, fuel cells continuously generate electricity, as long as a source of fuel is supplied. Fuel cells do not burn fuel, making the process quiet, pollution-free and two to three times more efficient than combustion. A fuel cell system can be a truly zero-emission source of electricity, when the hydrogen is produced from non-polluting sources. This report provides an overview of trends in the fuel cell industry and markets, including product shipments, market development, and corporate performance in 2011.

National Renewable Energy Laboratory, Golden, Colorado

This guidebook addresses the primary requirements of the Alternative Fuel Transportation Program to help state and alternative fuel provider fleets comply with the Energy Policy Act via the Standard Compliance option. It also addresses the topics that covered fleets ask about most frequently.

National Renewable Energy Laboratory; Golden, Colorado

This fact sheet describes the Renewable Fuels and Lubricants (ReFUEL) Laboratory at the U.S. Department of Energy National Renewable Energy Laboratory (NREL) is a state-of-the-art research and testing facility for advanced fuels and vehicles. Research and development aims to improve vehicle efficiency and overcome barriers to the increased use of renewable diesel and other nonpetroleum-based fuels, such as biodiesel and synthetic diesel derived from biomass. The ReFUEL Laboratory features a chassis dynamometer for vehicle performance and emissions research, two engine dynamometer test cells for advanced fuels research, and precise emissions analysis equipment. As a complement to these capabilities, detailed studies of fuel properties, with a focus on ignition quality, are performed at NREL's Fuel Chemistry Laboratory.

Argonne National Laboratory

The technologies and practices that have enabled the recent boom in shale gas production have also brought attention to the environmental impacts of its use. Using the current state of knowledge of the recovery, processing, and distribution of shale gas and conventional natural gas, we have estimated up-to-date, life-cycle greenhouse gas emissions. In addition, we have developed distribution functions for key parameters in each pathway to examine uncertainty and identify data gaps - such as methane emissions from shale gas well completions and conventional natural gas liquid unloadings - that need to be addressed further. Our base case results show that shale gas life-cycle emissions are 6% lower than those of conventional natural gas. However, the range in values for shale and conventional gas overlap, so there is a statistical uncertainty regarding whether shale gas emissions are indeed lower than conventional gas emissions. This life-cycle analysis provides insight into the critical stages in the natural gas industry where emissions occur and where opportunities exist to reduce the greenhouse gas footprint of natural gas.

Argonne National Laboratory

The pyrolysis of biomass can help produce liquid transportation fuels with properties similar to those of petroleum gasoline and diesel fuel. Argonne National Laboratory conducted a life-cycle (i.e., well-to-wheels [WTW]) analysis of various pyrolysis pathways by expanding and employing the Greenhouse Gases, Regulated Emissions, and Energy Use in Transportation (GREET) model. The WTW energy use and greenhouse gas (GHG) emissions from the pyrolysis pathways were compared with those from the baseline petroleum gasoline and diesel pathways. Various pyrolysis pathway scenarios with a wide variety of possible hydrogen sources, liquid fuel yields, and co-product application and treatment methods were considered. At one extreme, when hydrogen is produced from natural gas and when bio-char is used for process energy needs, the pyrolysis-based liquid fuel yield is high (32% of the dry mass of biomass input). The reductions in WTW fossil energy use and GHG emissions relative to those that occur when baseline petroleum fuels are used, however, is modest, at 50% and 51%, respectively, on a per unit of fuel energy basis. At the other extreme, when hydrogen is produced internally via reforming of pyrolysis oil and when bio-char is sequestered in soil applications, the pyrolysis-based liquid fuel yield is low (15% of the dry mass of biomass input), but the reductions in WTW fossil energy use and GHG emissions are large, at 79% and 96%, respectively, relative to those that occur when baseline petroleum fuels are used. The petroleum energy use in all scenarios was restricted to biomass collection and transportation activities, which resulted in a reduction in WTW petroleum energy use of 92-95% relative to that found when baseline petroleum fuels are used. Internal hydrogen production (i.e., via reforming of pyrolysis oil) significantly reduces fossil fuel use and GHG emissions because the hydrogen from fuel gas or pyrolysis oil (renewable sources) displaces that from fossil fuel na

This third issue describes hazard analysis in H2 facility design and operations.

Breakthrough Technologies Institute, Inc., Washington, D.C.

Fuel cells are electrochemical devices that combine hydrogen and oxygen to produce electricity, water, and heat. Unlike batteries, fuel cells continuously generate electricity, as long as a source of fuel is supplied. Fuel cells do not burn fuel, making the process quiet, pollution-free and two to three times more efficient than combustion. A fuel cell system can be a truly zero-emission source of electricity, when the hydrogen is produced from non-polluting sources.</p><p>There are three main markets for fuel cell technology: stationary power, transportation power, and portable power. Transportation applications include motive power for cars, buses and other fuel cell passenger vehicles, specialty vehicles, materials handling vehicles (e.g. forklifts) and auxiliary power units (APUs) for highway and off-road vehicles. This report provides an overview of trends in the fuel cell industry and markets, including product shipments, market development, and corporate performance in 2010. A clear trend in 2010 was continued growth in commercial deployments, largely in the material handling, power, CHP, and back-up and APU sectors. Several of these applications are becoming cost competitive with incumbent technologies in some duty cycles. As commercial deployments grow, many fuel cell companies are moving away from being primarily development stage enterprises.

Oak Ridge National Laboratory, Oak Ridge, Tennessee

The Transportation Energy Data Book: Edition 30 is a statistical compendium of tables and graphs designed for desk-top reference of transportation energy use. Contents: Chapter 1, petroleum; Chapter 2, energy; Chapter 3, highway vehicles; Chapter 4, light-duty vehicles; Chapter 5, heavy-duty vehicles; Chapter 6 describes alternative fueled and advanced vehicles; Chapter 7, fleet vehicles; Chapter 8, household vehicle use; Chapter 9, nonhighway transportation including airplanes, ships and railroads; Chapter 10, transportation and the economy; Chapter 11, greenhouse gas emissons; and Chapter 12, criteria air pollutants.

National Renewable Energy Laboratory, Golden, Colorado

Former gasoline stations that are now classified as brownfields can be good sites to sell alternative fuels because they are in locations that are convenient to vehicles and they may be seeking a new source of income. However, their success as alternative fueling stations is highly dependent on location-specific criteria, how to prioritize them, and then applies that assessment framework to five of the most popular alternative fuels?electricity, natural gas, hydrogen, ethanol, and biodiesel. </p><p>The second part of this report delves into the criteria and tools used to assess an alternative fuel retail site at the local level. It does this through two case studies of converting former gasoline stations in the Seattle-Eugene area into electric charge stations. </p><p>The third part of this report addresses steps to be taken after the specific site has been selected. This includes choosing and installing the recharging equipment, steps to take in the permitting process and key players to include.

U.S. Department of Energy, Washington, D.C.; Oak Ridge National Laboratory, Oak Ridge, Tennessee

Pew Center for Global Climate Change, Arlington, Virginia

The document includes quick facts about hydrogen fuel cell vehicles, descriptions of the parts of a fuel cell, hydrogen production pathways, emission reduction potential, cost, current development status, obstacles and policy options to promote fuel cell vehicles.

National Renewable Energy Laboratory, Golden, Colorado

Hydrogen fuel cell electric vehicles can play an important role in the portfolio of sustainable transportation fuel options, reduce dependence on imported oil and enable global economic leadership for America.

Developing safe, reliable, compact, and cost-effective hydrogen storage tech-nologies is one of the most technically challenging barriers to the widespread use of hydrogen as a form of energy. To be competitive with conventional vehicles, hydrogen-powered cars must be able to travel more than 300 mi between fills. This is a challenging goal because hydrogen has physical characteristics that make it difficult to store in large quantities without taking up a significant amount of space. This fact sheet discusses the possible approaches and challenges.

Fact sheet produced by the Fuel Cell Technologies Program describing hydrogen production.

National Renewable Energy Laboratory, Golden, Colorado

This 40-page booklet describes multiple-stage construction of medium- and heavy-duty vehicles, chassis selection, alternative fuel power sources, hybrid propulsion systems and conversion companies, plus a 14-page catalog of medium- and heavy-duty vehicles that operate on alternative fuel or advanced technology.

Sierra Research Inc., Sacramento, California

Sierra Research has, at the request of the American Petroleum Institute, conducted an independent review of existing federal, state and other statutes, regulations, and requirements that must be changed and other significant implementation hurdles that must be overcome prior to the introduction of E15 and other new transportation fuels into commerce.

U.S. Department of Transportation, Center for Climate Change and Envrionmental Forecasting, Washington, DC

This U.S. Department of Transportation report is submitted in response to the requirements of Section 1101(c) of the Energy Independence and Security Act of 2007. It is intended to help inform the debate on surface transportation reauthorization and climate change legislation.</p><p>The report examines greenhouse gas (GHG) emission levels and trends from the transportation sector and analyzes the full range of strategies available to reduce these emissions. These strategies include: introducing low-carbon fuels, increasing vehicle fuel economy, improving transportation system efficiency, and reducing carbon-intensive travel activity. While the report does not provide recommendations, it does analyze five categories of policy options for implementing the strategies: an economy-wide price signal, efficiency standards, market incentives, transportation planning and funding programs and research and development.

National Renewable Energy Lab, Golden, Colorado

Newsletter reports on San Antonio's Green Patrol to reduce idling at schools; Propane Road Shows in Virginia, Maryland, and South Carolina; Green Fleet Workshops in Lansing, Michigan; CabAire truck stop electrification project; Tucson's Sustainability and Energy Expo; Antelope Valley, California, green vehicle charity event; and University of Illinois-Chicago fleet experience story.

National Renewable Energy Laboratory, Golden, Colorado

The Vehicle Technologies Program under the U.S. Department of Energy is actively developing and accelerating the deployment of clean and efficient vehicle technologies, as well as renewable fuels. The Vehicle Technologies program works with industry, universities, and state and local governments to strengthen the economy, create jobs, and reduce the U.S. demand for petroleum.

National Renewable Energy Laboratory, Golden, Colorado

Consumers and fleets can now access DOE's Alternative Fueling Station Locator using mobile devices including cell phones, BlackBerrys, or other personal handheld devices.

National Renewable Energy Lab, Golden, Colorado

Newsletter reports on Interstate 65, the nation's first biofuels corridor; Odyssey Day activities celebrated across the country; Melissa Howell named 2008 Clean Cities Coordinator of the Year; Meijer, Inc. fleet experience in reducing miles traveled and idling while increasing profitability; Central Texas CCC incentives for electric vehicles; and Texas CCC promotion of rebates for propane-powered mowers.

National Renewable Energy Lab, Golden, Colorado

Newsletter reports on 15th Anniversary of Clean Cities program; communications programs; first Clean Cities Coalitions in Atlanta, Denver, and Philadelphia; and alternative fuel transit buses.

National Renewable Energy Lab, Golden, Colorado

Newsletter reports on General Motors Rewards to Clean Cities Coalitions; Central Indiana CC Hosts Annual Legislative Breakfast; Northern Colorado CC Hosts Better Cars, Smarter Fleets Expo; Ann Arbor CC Receives CMAQ Grant for Infrastructure; and Specialty Solid Waste and Recycling Co. Serving Sunnyvale, Calif. with CNG Refuse Haulers.

Battelle, Columbus, Ohio; National Renewable Energy Laboratory, Golden, Colorado

This report describes evaluation of operations at Alameda-Contra Costa Transit District (AC Transit) for three prototype fuel cell buses and six diesel buses operating from the same location. This is the third evaluation report for this site, and it describes new results and experiences from September through December 2007. One of the major objectives of the program has been to provide educational opportunities for students, the general public in the San Francisco Bay Area, and other interested parties including federal and state government officials. AC Transit has been working with a team led by the Lawrence Hall of Science at the University of California, Berkeley to develop a curriculum to educate high school students and their teachers about hydrogen technologies. The operation of the fuel cell buses in revenue service also provides an opportunity for the public to experience hydrogen fuel cell bus technology.</p><p>During the data collection period (Apr 2006-Dec 2007), AC Transit operated the fuel cell buses more than 62,000 miles with an overall fuel economy of 6.23 miles per kg, which equates to 7.04 miles per diesel equivalent gallon. For comparison, AC Transit's diesel buses had a fuel economy of 4.2 mpg during the same period.

Battelle, Columbus, Ohio; National Renewable Energy Laboratory, Golden, Colorado

These appendices contain data analysis of information gathered during the evaluation of the Alameda-Contra Costa Transit District (AC Transit) fuel cell transit buses. They will be updated as new information is collected, but will retain the original background material from the first evaluation report.

Battelle, Columbus, Ohio; National Renewable Energy Laboratory, Golden, Colorado

This report describes evaluation of operations at SunLine Transit Agency for a prototype fuel cell bus; a prototype hydrogen hybrid internal combustion engine bus; and five new compressed natural gas buses. This is the third evaluation report for SunLine Transit Agency in Thousand Palms, California. This report provides an update to the previous reports (Feb 2007 & Sep 2007) and includes results and experience through March 2008. During the data collection period (Jan 2006 - Mar 2008), SunLine operated the fuel cell bus nearly 51,000 miles in service with an overall fuel economy of 7.19 miles per kg. For comparison, SunLine's CNG buses have an average fuel economy of 3.02 miles per gasoline gallon equivalent. During the same timeframe, the HHICE bus accumulated more than 43,000 miles with an average fuel economy of 4.34 miles per kg.

Battelle, Columbus, Ohio; National Renewable Energy Laboratory, Golden, Colorado

These appendices contain data analysis of information gathered during the evaluation of SunLine Transit Agency's one prototype fuel cell bus, one prototype hydrogen hybrid internal combustion engine (HHICE) bus, and five new CNG baseline buses operating from the same SunLine bus depot. These appendices are designed to provide the full background for the evaluation and will be updated as new information is collected. During the data collection period (Jan 2006 - Mar 2008), SunLine operated the fuel cell bus nearly 51,000 miles in service with an overall fuel economy of 7.19 miles per kg. For comparison, SunLine's CNG buses have an average fuel economy of 3.02 miles per gasoline gallon equivalent. During the same timeframe, the HHICE bus accumulated more than 43,000 miles with an average fuel economy of 4.34 miles per kg.

National Renewable Energy Laboratory, Golden, Colorado

After 15 years of CNG-fueled transit buses, SunLine Transit Agency in Palm Springs, California, is seeking to expand its commitment to environmentally friendly alternative power systems by testing a prototype hybrid fuel cell bus.

National Renewable Energy Laboratory, Golden, Colorado

The U.S. government provides several tax incentives for purchasing alternative fuel, hybrid electric, and fuel cell vehicles; installing alternative fueling infrastructure; and producing, selling, or using alternative fuels. The IRS has defined alternative fuels as liquefied petroleum gas (LPG); compressed natural gas (CNG); liquefied natural gas (LNG); liquefied hydrogen; liquid fuel derived from coal through the Fischer-Tropsch process; liquid hydrocarbons derived from biomass including ethanol, biodiesel, and renewable diesel; and P-series fuels. Current federal tax incentives are outlined in this fact sheet.

National Renewable Energy Lab, Golden, Colorado

Newsletter reports on law to increase fuel economy to 35 mpg by 2020; Tucson CC Coalition helps Super Bowl go green; Utah school bus drivers pledge to reduce idling; DOE designates New Orleans Clean Cities Coalition; Vermont Clean Cities co-sponsors plug-in hybrid electric vehicle event; DOE offers $30 million in cost-share funding for improving PHEV performance; IRS.gov features list of heavy-duty vehicles eligible for tax credits; Alamo Clean Cities in San Antonio develops hybrid taxi replacement program; no AFV mandate for private and local fleets.

National Renewable Energy Laboratory, Golden, Colorado

After a devastating tornado that destroyed the town of Greensburg, Kansas in May 2007, plans were developed to rebuild the town as a sustainable community. This report focuses on outlining key success factors of infrastructure, alternative vehicles, and alternative and renewable fuels as part of an integrated energy strategy.

Hydrogen, Fuel Cells & Infrastructure Technologies Program Web site is the official Web site of the U.S. DOE Hydrogen Program. It offers links to hydrogen production; hydrogen delivery; hydrogen storage; fuel cell technology and validation; safety; codes & standards; education; and systems analysis.

National Renewable Energy Lab, Golden, Colorado

Newsletter reports on tax incentive information available on the Clean Cities Web site; the importance of communication among Clean Cities Coalitions; Missouri's first permanent hydrogen fueling station in Rolla; school bus idle reduction in Vermont; Pennsylvania's new E85 corridor; updated UL bulletin on E85 fuel dispensing equipment; EPA's SmartWay Grow and Go program; B99 put to work in Portland, Oregon; EPAct requirements for Federal Fleet to use alternative fuel

Federal Motor Carrier Safety Administration, United States Department of Transportation, Washington, D.C.

A new generation of technologies is currently being developed that allow the use of hydrogen as a fuel to power cars and trucks. Hydrogen may be used in one of three ways to power vehicles: to produce electricity in a fuel cell; as a replacement for gasoline or diesel fuel in an internal combustion engine; or as a supplement to gasoline or diesel fuel in an internal combustion engine. This document is intended to be a safety reference for commercial vehicle fleet owners and operators that use vehicles or auxiliary power units powered by hydrogen fuel. It is designed to provide a basic understanding of the properties and characteristics of hydrogen, descriptions of the types of systems that might use hydrogen, and proper maintenance and storage facilities.

Management Information Services, Inc.,

Renewable energy and energy efficiency technologies (RE&EE)are driving significant economic growth in the U.S. In 2006, these industries generated 8.5 million new jobs, nearly $970 billion in revenue, more than $100 billion in industry profits, and more than $150 billion in increased federal, state, and local government tax revenues. This study is a comprehensive study of RE and EE industries including a rigorous definition of these industries; an estimate of the size and composition of these industries, including technology, sales, tax revenue, jobs, occupations, and skills; and a forecast of the growth of these industries to 2030 under three proposed scenarios.

Federal Motor Carrier Safety Administration, U.S. Department of Transportation, Washington, D.C.

As hydrogen becomes commercially viable as an alternative vehicle fuel, the safety concerns associated with hydrogen systems, equipment, and operation are of concern to the commercial motor vehicle industry. This report provides a review of the existing Federal Motor Carrier Safety Regulations that pertain to fueling systems and considers changes that may be necessary to accommodate gaseous and liquid hydrogen. In addition, this report considers changes to the current North American Standard Inspection Procedures to accommodate gaseous and liquid hydrogen used as an alternative fuel in commercial vehicles.

Transportation Committee, California Energy Commission, Sacramento, California; California Air Resources Board, Sacramento, California

The California State Alternative Fuels Plan presents strategies and actions California must take to increase the use of alternative non-petroleum fuels in a manner that minimizes costs to the state and maximizes the economic benefits of in-state production. The plan assessed various alternative fuels and developed fuel portfolios to meet California's goals to reduce petroleum consumption, increase alternative fuels use, reduce greenhouse gas emissions and increase in-state production of biofuels, without causing a significant degradation of public health and environmental quality. The key circumstances and conditions necessary to achieve the plan outcomes are presented for each fuel based on plan assumptions and analysis. The plan describes a 2050 Vision that extends the plan outcomes beyond the milestone years of 2012, 2017, and 2022 and lays a foundation for building a multi-fuel transportation energy future for California.

National Renewable Energy Laboratory, Golden, Colorado

Hydrogen-powered fuel cell vehicles could play a central role in future transportation system. They produce only electricity, heat, and water at point of use. They could also use predominantly domestic--potentially renewable--energy supplies instead of imported oil for transportation.</p><p>Through a 2003 competitive solicitation, DOE selected four automobile manufacturer/energy company teams to participate in the project--Chevron/Hyundai-Kia, DaimlerChrysler/BP, Ford/BP, and GM/Shell. DOE is cost-share fundung those teams to build small fleets of fuel-cell vehicles plus fueling stations to demonstrate their use in five regions of the United States.

National Renewable Energy Laboratory, Golden, Colorado; Battelle, Columbus, Ohio; Federal Transit Administration, Washington, D.C.

This report reviews past and present fuel cell bus technology development and implementation, specifically focusing on experiences and progress in the United States. Table 1 is an overview of many of the fuel cell transit bus development projects in the U.S., Canada, Europe, and elsewhere, from early development activities to current demonstration efforts focused on bringing the technology toward commercialization.

Argonne National Laboratory, Argonne, Illinois; U.S. Department of Energy, Washington, D.C.; U.S. Department of Energy, Washington, D.C.

Membranes used in current Proton Exchange Membrane (PEM) fuel cells require thermal and water management systems to control temperature and keep the membrane humidified. These components increase the weight and volume of the fuel cell system and add complexity. Estimates of the cost of the humidification systems for current membranes range from $5 to $8 per kW, while the thermal management system is estimated to cost $3 to $4 per kW. These costs must be reduced to meet the DOE transporation fuel cell system cost target of $30 per kW for the complete powertrain. </p><p>The cost and complexity of the thermal and water management systems could be minimized if the fuel cell operated at higher temperatures (up to 120 degrees C) and at lower relative humidity. Operation at 120 degrees C would also increase the tolerance of fuel cells to CO2, which would in turn reduce the cost of hydrogen from hydrocarbon sources because extraordinary steps would not be necessary to purify the hydrogen.

National Renewable Energy Laboratory, Golden, Colorado; National Renewable Energy Laboratory, Golden, Colorado; National Renewable Energy Laboratory, Golden, Colorado

DOE's Office of Energy Efficiency and Renewable Energy sponsored a two-phased study of 1) the success/failure of alternative-fuel vehicle programs and corresponding legislative policies, and 2)how well alternative fuels and vehicles met customer requirements and achieved economic viability. This study was undertaken in order to assess the role of government policy and its stability as it affects industry and consumer behaviors; optimize strategies related to the introduction of hydrogen in the end-user sector; and avoid repeating mistakes of previous transportation technology introduction programs.

National Renewable Energy Lab, Golden, Colorado; National Renewable Energy Lab, Golden, Colorado; National Renewable Energy Lab, Golden, Colorado; National Renewable Energy Lab, Golden, Colorado; National Renewable Energy Lab, Golden, Colorado

This report discusses key results from DOE's Controlled Hydrogen Fleet and Infrastructure Validation and Demonstration Project. The primary goal of this project is to validate vehicle and infrastructure systems using hydrogen as a transportation fuel for light-duty vehicles. The purpose is to validate the use of fuel cell vehicles and hydrogen refuelign infrastructure under real-world conditions using multiple sites, varying climates, and a variety of sources for hydrogen.

Battelle, Columbus, Ohio; National Renewable Energy Laboratory, Golden, Colorado

This report includes preliminary evaluation results on three prototype fuel cell-powered transit buses operating at AC Transit in Oakland, California, since March 2006 and 6 baseline diesel buses that are similar in design to the fuel cell business. This report describes the equipment used and provides early experience details, lessons learned, and early experience details.

Battelle Corporation, Cleveland, Ohio; National Renewable Energy Laboratory, Golden, Colorado

This preliminary report covers NREL's evaluation of hydrogen and fuel cell buses in service at SunLine Transit Agency in Thousand Palms, California. The report includes 11 months of performance data on two hydrogen-fueled buses: one fuel cell bus and one hybrid hydrogen-fueled internal combustion engine bus. The report also outlines the overall experience of the transit agency and its project partners in demonstrating these buses.

Argonne National Laboratory, Argonne, Illinois

This report describes the results of efforts to identify key analytic issues associated with modeling a transition to hydrogen as a fuel for light-duty vehicles.

Argonne National Laboratory, Argonne, Illinois; Argonne National Laboratory, Argonne, Illinois; TIAX LLC, Cambridge, Massachusetts; TIAX LLC, Cambridge, Massachusetts; TIAX LLC, Cambridge, Massachusetts; TIAX LLC, Cambridge, Massachusetts

Cost and durability are generally regarded as the major challenges to commercialization of fuel cells. Size, weight, and system complexity are also important barriers to adoption of fuel cells in light duty vehicles. In addition, thermal and water management for fuel cells are outstanding issues. Fuel cell operation at lower temperatures creates a small difference between the operating and ambient temperatures, necessitating large heat exchangers. Fuel and air feed streams need to be humidified for proper operation of fuel cells. In this paper, we evaluate the prospects of overcoming the barriers of cost, durability, weight, volume, thermal management, and water management by using nanostructured thin film catalysts (NTFCs) in membrane electrode assemblies (MEAs) In laboratory tests, the NSTF catalysts have shown significantly enhanced stability against surface area loss from Pt dissolution when compared to conventional Pt/C dispersed catalysts under both accelerated voltage cycling from 0.6 to 1.2 V and real-time start stop cycles. Also NSTF catalyst support-whiskers have shown total resistance to corrosion when held at potentials up to 1.5 V for 3 hours.

Battelle, Columbus, Ohio; National Renewable Energy Laboratory, Golden, Colorado

This report provides evaluation results of prototype fuel cell transit buses operating at Santa Clara Valley Transportation Authority (VTA) in San Jose, California. VTA has been operating three fuel cell transit buses in extra revenue service since February 28, 2005. The report includes 17 months of performance data on three 40-ft. Gillig buses with a fuel cell system by Ballard Power Systems. The report also outlines the overall experience for the transit agency and its project partners in demonstrating these zero-emission buses. The analysis in this report reflects the prototype status of these vehicles. There is no intent to consider the implementation of these fuel cell buses as commercial (or full revenue transit service. The evaluation focuses on documenting progress and opportunities for improving the vehicles, infrastructure, and procedures.

U.S. Department of Energy, Washington, D.C.

Hydrogen is an energy carrier, not an energy source--it stores and delivers energy in a usable form, but it must be produced from compounds that contain it. Hydrogen can be produced using diverse, domestic resources including fossil fuels, such as coal, and natural gas; nuclear; and biomass and other renewable energy technologies.

National Renewable Energy Lab, Golden, Colorado

In fiscal 2004 and 2005, the National Renewable Energy Lab developed a proposed minimal infrastructure to support nationwide deployment of hydrogen vehicles by offering infrastructure scenarios that facilitated interstate travel. The current (FY06) project aims to identify key metropolitan areas and regions on which to focus infrastruce efforts during the early hydrogen transition. The objectives of this analysis are to (1) quantify projected hydrogen vehicle demand across the U.S. and in targeted metropolitan areas; and, (2) quantify the projected hydrogen fuel demands corresponding with different levels of hydrogen vehicle demand to inform infrastructure analyses such as siting hydrogen fueling stations and selecting between centralized and distributed hydrogen production.

Marathon Technical Services, Heidelberg, Ontario, Canada

The basic differences between the properties of gaseous and liquid fuels influence building design requirements for transit bus garages. Leaks, flammability range, and ignition temperatures must be considered when designing the structure, utilities, ventilation, and safety equipment.

National Renewable Energy Laboratory, Golden, Colorado

The Alameda-Contra Costa (AC) Transit District is currently collaborating with the U.S. Department of Energy's Hydrogen, Fuel Cells & Infrastructure Technologies Program on the evaluation of the three fuel cell buses. The hybrid system used is a series configuration, meaning the powerplant is not mechanically coupled to the drive axle.

Battelle, Columbus, Ohio; National Renewable Energy Laboratory, Golden, Colorado

This report provides preliminary results from an evaluation of prototype fuel cell transit buses operating at Santa Clara Valley Transportation Authority (VTA) in San Jose, California. VTA has been operating three fuel cell transit buses in extra revenue service since February 28, 2005. This report describes the equipment used (buses and infrastructure) and provides early experience details, lessons learned, and preliminary results from the operation of the buses and supporting hydrogen fuel station.

National Renewable Energy Laboratory, Golden, Colorado

Much attention has been given to the use of hydrogen as an alternative transportation fuel, but hydrogen was certainly not the first fuel considered as an alternative to gasoline for transportation applications. Options ranging from all-electric vehicles to those running on natural gas, propane, ethanol, and biodiesel have also received both industry and government attention. Unfortunately, previous government efforts to encourage widespread adoption of alternative fuel vehicles have been largely unsuccessful. The National Academy of Engineering suggested that 'DOE might have its greatest impact by leading the private economy toward transition strategies rather than to ultimate visions of an energy infrastructure markedly different from the one now in place.'</p><p>This report focuses on understanding how analytical system modeling coupled with actual data from previous alternative-fuel experiences could improve our understanding of the dynamic forces governing the transition to an alternative-fueled vehicle system.

National Renewable Energy Laboratory, Golden, Colorado

A wealth of practical knowledge concerning alternative fuel technologies, products, national policies, and market introduction exists within industry, regulated fleets, and voluntary programs. Issues relating to consumer choice, capital investment, business decision making, manufacturing, and infrastructure construction will need to be understood in the alternative fuels context if the hydrogen transition is to occur efficiently. The overall objective of this project is to assess relevant knowledge within the alternative fuels community and recommend transitional strategies and tactics that will further the hydrogen transition in the transportation sector and help avoid stranded assets in the alternative fuels industry.

National Renewable Energy Lab, Golden, Colorado

The analysis done in fiscal year (FY) 2005 built upon the FY 2004 work described in the March 2005 report, Analysis of the Hydrogen Infrastructure Needed to Enable Commercial Introduction of Hydrogen-Fueled Vehicles1. The FY 2005 project: Identified existing hydrogen production facilities and alternative fuel stations; Identified highway traffic volumes throughout the U.S. interstate system; Selected specific north/south and east/west routes as a focus for the project; Incorporated existing hydrogen production facilities, hydrogen and natural gas fueling stations, railroads, traffic volume, and county population data; Placed stations on the U.S. interstate network according to population density and station distances; and identified a significant potential to co-locate refueling with federal government partners. In FY 2005, analysis focused on using the basic refueling station network proposed in FY 2004 to evaluate various scenarios for transition. These strategies and analyses are described in this report.

Argonne National Laboratory, Argonne, Illinois; Argonne National Laboratory, Argonne, Illinois; Argonne National Laboratory, Argonne, Illinois; Argonne National Laboratory, Argonne, Illinois

Ethanol is an attractive renewable fuel because, as a liquid fuel, it has a high energy density, it is easy to transport, and it is environmentally more benign than petroleum-derived fuels. The hydrogen produced by reforming needs to be purified and compressed to the appropriate storage and dispensing pressures. Compressing hydrogen is energy intensive and can consume a significant fraction of the fuel's heating value. A promising option for producing hydrogen from ethanol is by conducting the ethanol steam reforming reaction at an elevated pressure, since injecting liquid feeds (ethanol and water) into a pressurized reactor requires very little energy.

SunLine Services Group, Thousand Palms, California; National Renewable Energy Laboratory, Golden, Colorado; Hydrogen Components Inc., Littleton, Colorado; Westport Innovations Inc. Vancouver, British Columbia, Canada; West Virginia University, Morgantown, West Virginia

One approach being put forth for the advancement of hydrogen fueled vehicles is to blend hydrogen with compressed natural gas (H/CNG) for use in state-of-the-art internal combustion engine vehicles. Current natural gas engines and vehicles can be modified to operate on H/CNG with available technology. This report reviews a small-scale study of this concept. The project demonstrated that with minor engine and vehicle modifications, the 20/80 hydrogen/CNG blend can be used in revenue service fleets with similar operational performance as CNG. However, additional optimization of the H/CNG engine calibration is necessary to attain equivalent fuel economy, or alternatively increased fuel economy at equivalent NOx emissions.

National Renewable Energy Laboratory. Golden, Colorado

This fact sheet provides information about the Santa Clara Valley Transportation Authority (VTA) Zero-Emission Bus Program. VTA is currently collaborating with the U.S. Department of Energy's (DOE) Hydrogen, Fuel Cells, & Infrastructure Technologies Program to evaluate the performance of three fuel cell transit buses developed by Ballard Power Systems and Gillig Corporation.

Gladstein, Neandross & Associates. Santa Monica, CA

The objective of this study is to evaluate whether the esisting vehicle stock and fueling infrastructure of the Interstate Clean Transportation Corridor (ICTC) can help form the foundation for the development of the 'hydrogen highway' that many policy makers and stakeholders are interested in creating. This paper evaluates the potential for 'piggy-backing' early hydrogen production, dispensing, and consumption onto the already successfully deployed natural gas vehicle projects pioneered by the ICTC.

The Energy Policy Act of 2005 (EPACT 2005) included measuring governing energy efficiency, renewable energy, oil and gas use, clean coal power, nuclear energy, and vehicles and fuels including the use of alternative fuels, hybrid vehicles, fuel cell buses, clean fuel school buses, automobile efficiency, and diesel emissions reduction.

Center for Transportation Research, Argonne National Laboratory, Argonne, Illinois; TA Engineering, Inc., Baltimore, Maryland; TA Engineering, Inc., Baltimore, Maryland

This report presents an analysis of potential hydrogen demand, production, and cost by region to the year 2050. This analysis was conducted to (1) address the Energy Information Administration's request for regional hydrogen cost estimates that will be input to its energy modeling system; and (2) identify key regional issues associated with the use of hydrogen that needed further study. Hydrogen costs may vary substantially by region; however, to date, efforts to comprehensively and consistently estimate future hydrogen costs have not been assessed on a regional basis.

National Renewable Energy Laboratory. Golden, Colorado

This study was a joint effort between the South Coast Air Quality Management District (SCAQMD) and the National Renewable Energy Laboratory (NREL). The overall goal of the project was to evaluate the use of gas-to-liquid (GTL) fuel in combination with passive catalytic regenerative particle filters in real-world service and characterize regulated and unregulated exhaust pollutant emissions from GTL fuel in comparison to petroleum-derived diesel fuel.

National Renewable Energy Laboratory, Golden, Colorado

This overview of the 2005 transportation market includes hybrid, fuel cell, hydrogen, and alternative fuel vehicles. It covers vehicle sales, emissions, potential partners, advanced technology vehicle availability, and other factors. It also offers a "snapshot" of current vehicle technologies and trends.

California Energy Commission, Sacramento, CA

California's demand for transportation fuels has increased 53 percent in the last 20 years and in the next 20 years, gasoline and diesel demand will increase another 36 percent. California refineries rely increasingly on imported petroleum products to meet this demand. In 2003, the California Energy Commission and the California Air Resources Board adopted a two-pronged strategy to reduce petroleum demand: promoting improved vehicle efficiency, and increasing use of alternative fuels. This report discusses those alternative fuels used in transportation, including biodiesel, electricity, ethanol, gas to liquid fuels, hydrogen, liquefied petroleum gas (propane), and natural gas.

Science Applications International Corporation, 10260 Campus Point Drive, San Diego, CA 92121; Management Information Services Inc., 2716 Colt Run Road, Oakton, VA 22124; Management Information Services Inc., 2716 Colt Run Road, Oakton, VA 22124

The peaking of world oil production presents the U.S. and the world with an unprecedented risk management problem. As peaking is approached, liquid fuel prices and price volatility will increase dramatically, and without timely mitigation, the economic, social, and political costs will be unprecedented. Viable mitigation options exist on both the supply and demand sides but to have substantial impact, they must be initiated more than a decade in advance of peaking.

National Commission on Energy Policy, Washington, D.C.

A bipartisan group of top energy experts from industry, government, labor, academia, and environmental and consumer groups produced this report to address major long-term U.S. energy challenges. The report contains detailed policy recommendations for addressing oil security, climate change, natural gas supply, the future of nuclear energy, and other long-term challenges, and is backed by more than 30 original research studies.

Clean Air Act of 1990 with amendments through January 2004

Breakthrough Technologies Institute, Washington, D.C.

The purpose of this project was to take a snapshot of the global fuel cell vehicle market as it existed at the end of 2003. Although not comprehensive, it provides an overview of the major fuel cell vehicle products and programs existing at the time. Topics include major government-supported fuel cell vehicle projects, light-duty fuel cell vehicles offered by OEMs, fuel cells in transit buses, and specialty vehicles.

Congressional Research Service, Resources, Science, and Industry Division, Washington, D.C.

<p>This report discusses six key questions related to the hydrogen economy and fuel cells:</p> <ol> <li>What is hydrogen fuel?</li> <li>What is a fuel cell?</li> <li>How will hydrogen fuel be used?</li> <li>Where will hydrogen fuel come from?</li> <li>What would it mean to move to a hydrogen economy?</li> <li>What role can Congress play?</li> </ol> <p>This report will be updated annually, or as events warrant.</p>

Pacific Northwest National Laboratory, Richland, Washington

<p>Codes and standards are needed to ensure safety as well as to commercialize hydrogen as a fuel. To accomplish its codes and standards objectives, staff of the Hydrogen, Fuel Cells, and Infrastructure Technologies Program work with code development organizations, code officials, industry experts, and national laboratory scientists to draft new model codes and equipment standards that cover emerging hydrogen technologies for consideration by the various code-enforcing jurisdictions.</p><p>In support of the program objectives, this guide was developed through a collaborative effort involving National Fire Protection Association, the International Code Council, Pacific Northwest National Laboratory, and the National Renewable Energy Laboratory. </p>

Notes: Copies of this document are available from the PNNL Website at: http://www.pnl.gov/fuelcells/docs/permit-guides/overview_final.pdf

Pacific Northwest National Laboratory, Richland, Washington

This document is part of a series of reports about hydrogen codes and standards developed by the Pacific Northwest National Laboratory. The purpose of this module is to facilitate the acceptance of stationary fuel cell technologies for buildings. To achieve this purpose, the module provides information on the building regulatory processes and provisions of relevant codes and standards that will have an impact on the design, deployment, approval, installation, operation, and maintenance of fuel cell technologies. The module covers fuel cell installations in buildings other than one- and two-family dwellings and for energy functions other than industrial processes. It is intended as a tool for determining the codes and standards applicable to stationary fuel cell installations that provide electricity for commercial buildings and that may also produce waste heat that can offset other energy-using features of such buildings.

Notes: Copies of this document are available from the PNNL Website at: http://www.pnl.gov/fuelcells/docs/permit-guides/module1_final.pdf.

Pacific Northwest National Laboratory, Richland, Washington

This document is part of a series of reports about hydrogen codes and standards developed by the Pacific Northwest National Laboratory. The purpose of this module is to guide permitting officials, code enforcement officials, and other parties involved in approving the implementation of hydrogen motor fuel dispensing facilities.

Notes: Copies of this document are available from the PNNL Website at: http://www.pnl.gov/fuelcells/docs/permit-guides/module2_final.pdf.

Committee of Alternatives and Strategies for Future Hydrogen Production and Use, Board of Energy and Environmental Systems Division of Engineering and Physical Sciences, National Research Council

This 374-page report assesses the current state of technology for producing hydrogen from a variety of energy sources; estimates current and projected future costs, CO2 emissions and energy efficiencies for hydrogen technologies; considers scenarios for the potential penetration of hydrogen into the economy and associated impacts on oil imports and CO2 gas emissions; addresses hydrogen distribution, storage and dispensation; reviews the U.S. DOE's research, development and demonstration (RD&D) plan for hydrogen; and makes recommendations to the DOE and RD&D, including directions, priorities and strategies.

Notes: Copies of this document can be purchased for $49.50 from the National Academies Press Websites at: http://www.nap.edu/catalog/10922.html

Institute of Local Self-Reliance, Minneapolis, Minnesota

This 27-page document argues that the focus on building a national hydrogen distribution and fueling network to supply fuel cell powered cars ignores shorter term, less expensive and more rewarding strategies encouraged by recent technological developments. The most important of these is the successful commercialization of the hybrid electric vehicle (HEV), which, author David Morris argues, establishes a new technological platform upon which to fashion transportation-related energy strategies. The strategy currently envisioned to effect a hydrogen economy may be diverting significant intellectual, financial and political resources from more attractive strategies. The author offers an analysis of the premises and promises of the hydrogen economy and at the other alternatives available that could achieve the same goals more quickly and cheaply.

Notes: Copies of this document can be downloaded from the Institute of Local Self-Reliance Website at: http://www.newrules.org/electricity/betterway.pdf.

National Renewable Energy Laboratory, Golden, Colorado

This evaluation is one of several DOE projects that support the research and development of highly efficient, low- or zero-emission fuel cell power systems, which serve as an alternative to internal combustion engines. The demonstration is consistent with the Hydrogen, Fuel Cell & Infrastructure Technologies (HFC&IT) goal of having advanced technology vehicles enter the marketplace by 2010.

U.S. Department of Energy, Washington, D.C.

This report is one of two that Congress has asked the Department of Energy to prepare, describing the status of fuel cells. This report covers the potential benefits, the barriers to commercialization and the recommended program adjustments to fuel cell use in transportation, portable power, stationary, and distributed power generation applications.

U.S. Department of Commerce, Technology Administration, Office of Technology Policy, Washington, D.C.

This assessment discusses the status of global efforts to address the technical and economic barriers  including cost and infrastructure to the widespread adoption of fuel cell vehicles and thereby usher in a new transportation future. While the successful resolution of remaining technical and economic barriers to fuel cell vehicles is not a foregone conclusion, success is closer than ever before.

Notes: Copies of this document can be downloaded from the U.S. Department of Commerce, Technology Administration Web site at: http://www.ta.doc.gov/reports/TechPolicy/CD117a-030129.pdf.

National Hydrogen Energy Roadmap Workshop, Washington, D.C., April 2-3, 2002

Hydrogen holds the potential to provide a clean, reliable, and affordable energy supply that can enhance America&#39;s economy, environment, and security. This Roadmap provides a blueprint for the coordinated, long-term, public, and private efforts required for hydrogen energy development.

Center for Transportation Research, Argonne National Laboratory

Because of their high energy efficiencies and low emissions, fuel-cell vehicles (FCVs) are undergoing extensive research and development. While hydrogen will likely be the ultimate fuel to power fuel-cell vehicles, because of current infrastructure constraints, hydrogen-carrying fuels are being investigated as transitional fuel-cell fuels. A complete well-to-wheels (WTW) evaluation of fuel-cell vehicle energy and emission effects that examines (1) energy feedstock recovery and transportation; (2) fuel production, transportation, and distribution; and (3) vehicle operation must be conducted to assist decision makers in selecting the fuel-cell fuels that achieve the greatest energy and emission benefits.<br /><br />A fuel-cycle model developed at Argonne National Laboratory&mdash;called the Greenhouse gases, Regulated Emissions, and Energy use in Transportation (GREET) model&mdash;was used to evaluate well-to-wheels energy and emission impacts of various fuel-cell fuels. The results show that different fuel-cell fuels can have significantly different energy and greenhouse gas emission effects. Therefore, if fuel-cell vehicles are to achieve the envisioned energy and emission reduction benefits, pathways for producing the fuels that power them must be carefully examined.

L-B-Systemtechnik GmbH, Ottobrunn, Germany

This report presents a well-to-wheel analysis of energy use and greenhouse gas emissions and potential impacts of advanced fuels and vehicle systems in Europe.

CRC Press

The Fuel Cell Technology Handbook provides a comprehensive overview of both the technical and commercial aspects of high and low temperature fuel cells, fuel cell systems, fuel cell catalysis, and fuel generation.

Notes: Copies of this document are available from CRC Press online at: http://www.crcpress.com/shopping_cart/products/product_detail.asp?sku=0877&isbn=0849308771&parent_id=&pc= for a fee of $129.95.

Breakthrough Technologies Institute, Inc., Washington D.C.

This paper proposes a comprehensive national strategy to advance the commercialization of fuel cell technology through research and development, technology validation, early market support and infrastructure deployment. Full commercial status for fuel cells in vehicles and power generation is achievable only with the active and sustained support of government at all levels. The effort is justified by the unique combination of public benefits fuel cells offer: high efficiency, unparalleled environmental characteristics, enhanced energy security, improved reliability, and flexibility in installation, siting, operation and fuel choice.

Notes: Copies of the full text or the report, along with background information and supporting materials, may be found at www.fuelcellpath.org.

National Renewable Energy Laboratory, Golden, Colorado

The National Renewable Energy Laboratory (NREL) Fleet Test and Evaluation (FT&#38;E) team was formed to accomplish the objectives of U.S. Department of Energy&#39;s (DOE) current and emerging programs. Composed of NREL and Battelle personnel, the team supports vehicle test project initiated by DOE&#39;s Office of FreedomCAR and Vehicle Technologies (OFCVT) and the Office of Hydrogen, Fuel Cells, and Infrastructure Technologies (OHFCIT). FT&#38;E projects help fleet owners and operators facilitate purchase decisions by providing them with comprehensive laboratory and fleet test data on viable alternative fuel vehicles (AFVs) and advanced technology vehicles (ATVs). ATVs include hybrid electric and fuel cell vehicles.

Center for Energy and Environmental Studies, Princeton University, Princeton, New Jersey

This International Energy Agency (IEA) report reviews the state of small-scale reformers for hydrogen production.

United States Environmental Protection Agency, Washington, D.C.

The majority of heavy-duty vehicles on our nation's highways today are powered by diesel fuel. This presents enormous opportunities for clean-burning diesel substitutes such as Fischer-Tropsch liquids.

National Hydrogen Vision Meeting, Washington, D.C., November 15-16, 2001

<p> On November 15-16 2001, 53 senior executives representing energy and transportation industries, universities, environmental organizations, Federal and State government agencies, and National Laboratories met to discuss the potential role for hydrogen systems in Americas energy future. The intent of the meeting was to identify a common vision of the "hydrogen economy," the time frame in which such a vision could be expected to occur, and the key milestones that would need to be accomplished to get there. </p> <p> Based on the ideas and suggestions put forth by the participants during the meeting, this document presents a national vision for hydrogen to become a premier energy carrier, like electricity, for Americans. It will be used by various stakeholders including industry, policy makers, and researchers as the coordinating foundation for formulating future actions leading to a hydrogen economy. </p>

Notes: Copies of this document can be downloaded from the Energy Efficiency and Renewable Energy Web site at: http://www.eere.energy.gov/hydrogenandfuelcells/pdfs/vision_doc.pdf.

College of the Desert, Palm Desert, CA; SunLine Transit Agency, Thousand Palms, CA

This course manual features technical information on the use of hydrogen as a transportation fuel. It covers hydrogen properties, use, and safety as well as fuel cell technologies, systems, engine design, safety, and maintenance. It also presents the different types of fuel cells and hybrid electric vehicles.

Notes: Copies of this document are available on the OTT Field Operations Web site: http://www.ott.doe.gov/otu/field_ops/pdfs/fcm00r0.pdf

National Energy Policy Development Group

This overview sets forth the National Energy Policy Development (NEPD) Group's findings and key recommendations for a National Energy Policy.

Notes: Hard copies of this document are for sale by the Superintendent of Documents, U.S. Government Printing Office Web site: http://bookstore.gpo.gov. Contact the U.S. Government Printing Office by phone: (202) 512-1800 or fax: (202) 512-2250

United States Department of Energy - Office of Transportation Technologies

The U.S. Transportation system as a whole and the highway mode in particular will be much different in the year 2050 compared to today. The type and number of vehicles in use and the fuels employed to power them are unknown. Yet planning for the future requires acting on the information at hand: assessing the implications of the current path and the potential benefit of alternative futures. This paper puts transportation energy issues into a long-run perspective so that informed planning can begin early enough to make a decisive difference. This paper examines the global oil supply and demand over the next 50 years to show that a transition away from conventional oil will begin. The analysis reviews the energy, economic, and environmental implications of the alternatives that are available to meet some of the anticipated gap between world conventional oil production and the liquid fuels required to support a growing world economy. This paper then describes several U.S. Transportation technology strategies with a range of efficiency improvements and fuel substitutions, and calculates their first order effects on energy use, petroleum consumption, and carbon emissions over a 50-year time horizon.

Notes: This report is available on the Office of Transportation Technologies (OTT) Web site at http://www.ott.doe.gov/facts/publications/hwyfuture.pdf

National Renewable Energy Laboratory

This report describes the hydrogen fuel cell bus evaluation project that is underway at SunLine Transit Agency in Thousand Palms, California on a bus equipped with an XCELLSiS Phase 4 fuel cell engine. The Department of Energy's National Renewable Energy Laboratory (NREL) is working with transit agencies and other partners to determine the test and evaluation protocols needed to advance implementation of these new technologies, as well as to document the necessary modifications to the transit agencies' maintenance and operation infrastructure. By evaluating SunLine, an 'early adopter' of the technology, NREL will develop and carry out a test plan for evaluating the fuel cell buses, the hydrogen fueling infrastructure, and maintenance facilities. This paper describes the prototype bus, fueling infrastructure, and maintenance facility at SunLine and begins the process of determining what is needed to evaluate and characterize the bus' performance in service.