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The Experimental Safety Vehicle powertrain and fuel system developed by General Motors in compliance with Contract DOT-OS-00095 with the U.S. Department of Transportation include several special features: a low engine accessory package to meet the front visibility down angle of 8 degrees, engine and transmission mounting for retention at high decelerations, a light aluminum engine, an over-the-rear-axle fuel tank, and a unique evaporative emission fuel pipe routing. A comprehensive test program was planned and final testing to validate contract specifications was conducted.

This study identifies the ambient conditions under which a so-called empty-Boeing model 747-131 fixed wing jet center wing tank (CWT), containing a residual fuel loading of about 3 kg/m3, less than 60 gallons of aviation kerosene (JetA Athens refinery jet fuel), could form hazardous air/fuel mixtures. The issues are limited to explosion safety concerns relating to certificated fixed wing jet aircraft in scheduled passenger service. It is certain that combustible mixtures do not exist in a fuel tank containing JetA type fuel at ambient temperatures below 38°C (100°F), the lean limit flash point (LFP) for jet fuel at sea level. Never the less, the original study by Wyczalek and Suh (1997), identified six rational conditions which can occur and permit hazardous mixtures to exist in a fuel tank.

The specific mission was to determine the effect of driving schedules on the efficiency of battery powered electric vehicles (EV) and hybrid engine/electric vehicles (HEV). Efficiency was referenced to the hydrocarbon (HC) fuel source which provided the electrical energy. In the case of the battery powered pure electric vehicle, the HC source was referenced to the public utility HC fuels. While, in the case of hybrid electric vehicles, the HC source was carried on board the HEV in the vehicle fuel tank.