Natural Gas Basics, Vehicle Technologies Program (VTP)
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Natural Gas Vehicles Myth Vs. Reality
INNOVATION | NGV NATURAL GAS VEHICLES MYTH VS. REALITY Transitioning your fleet to alternative fuels is a major decision, and there are several factors to consider. Unfortunately, not all of the information in the market related to heavy-duty natural gas vehicles (NGVs) is 100 percent accurate. The information below aims to dispel some of these myths while providing valuable insights about NGVs. MYTH REALITY When specifying a vehicle, it’s important to select engine power that matches the given load and duty cycle. Earlier 8.9 liter natural gas engines were limited to 320 horsepower. They were not always used in their ideal applications and often pulled loads that were heavier than intended. As a result, there were some early reliability challenges. NGVs don’t have Fortunately, reliability has improved and the Cummins Westport near-zero 11.9 liter engine enough power, offers up to 400 horsepower and 1,450 lb-ft torque to pull full 80,000 pound GVWR aren’t reliable. loads.1 In a study conducted by the American Gas Association (AGA) NGVs were found to be as safe or safer than vehicles powered by liquid fuels. NGVs require Compressed Natural Gas (CNG) fuel tanks, or “cylinders.” They need to be inspected every three years or 36,000 miles. The AGA study goes on to state that the NGV fleet vehicle injury rate was 37 CNG is not safe. percent lower than the gasoline fleet vehicle rate and there were no fuel related fatalities compared with 1.28 deaths per 100 million miles for gasoline fleet vehicles.2 Improvements in CNG cylinder storage design have led to fuel systems that provide E F range that matches the range of a typical diesel-powered truck. -
U.S. Energy in the 21St Century: a Primer
U.S. Energy in the 21st Century: A Primer March 16, 2021 Congressional Research Service https://crsreports.congress.gov R46723 SUMMARY R46723 U.S. Energy in the 21st Century: A Primer March 16, 2021 Since the start of the 21st century, the U.S. energy system has changed tremendously. Technological advances in energy production have driven changes in energy consumption, and Melissa N. Diaz, the United States has moved from being a net importer of most forms of energy to a declining Coordinator importer—and a net exporter in 2019. The United States remains the second largest producer and Analyst in Energy Policy consumer of energy in the world, behind China. Overall energy consumption in the United States has held relatively steady since 2000, while the mix of energy sources has changed. Between 2000 and 2019, consumption of natural gas and renewable energy increased, while oil and nuclear power were relatively flat and coal decreased. In the same period, production of oil, natural gas, and renewables increased, while nuclear power was relatively flat and coal decreased. Overall energy production increased by 42% over the same period. Increases in the production of oil and natural gas are due in part to technological improvements in hydraulic fracturing and horizontal drilling that have facilitated access to resources in unconventional formations (e.g., shale). U.S. oil production (including natural gas liquids and crude oil) and natural gas production hit record highs in 2019. The United States is the largest producer of natural gas, a net exporter, and the largest consumer. Oil, natural gas, and other liquid fuels depend on a network of over three million miles of pipeline infrastructure. -
Electric Vehicles Electric Vehicle Expansion Liquefied Natural Gas
The Road to 1 Billion Miles in UPS’s Alternative Fuel and Advanced Technology Vehicles UPS is committed to better fuel alternatives, now and for the future. That’s why we recently announced a new goal –– to drive 1 billion miles in our alternative fuel and advanced technology vehicles by 2017. With nearly 3,000 vehicles currently in our “rolling laboratory,” we’re creating sustainable connections and delivering innovative, new technologies on the road and around the globe. 1 000 000 00 0 miles by 2017 1 Billion Miles Our goal is to drive 1 billion miles in alternative fuel and advanced technology vehicles by the end of 2017 — more than double our previous goal to drive 400 million miles. 295 Million Miles 212 Million Miles Base Year 100 Million Miles 2000 2005 2010 2012 2017 Electric Vehicle Liquefied Natural Gas Expansion Announcement x20 100x 2013 2013 Earlier this year we deployed 100 fully electric UPS announced the purchase of 700 LNG tractors in commercial vehicles throughout California. These 2013 and plan to ultimately have more than 1,000 in additions to our electric vehicle fleet will help our fleet. These tractors will operate from LNG fueling offset the consumption of conventional motor fuel stations in Las Vegas, Nev.; Phoenix, Ariz., and Beaver by an estimated 126,000 gallons per year. and Salt Lake City, Utah among other locations. Electric Vehicles Diesel Hybrid Hydraulic 2001 First tested in New York City in the 1930s, we 2006 took a second look in Santiago, Chile, in 2001. Harnessing hydraulic power sharply increases fuel Today, we have more than 100 worldwide. -
Blending Hydrogen Into Natural Gas Pipeline Networks: a Review of Key Issues
Blending Hydrogen into Natural Gas Pipeline Networks: A Review of Key Issues M. W. Melaina, O. Antonia, and M. Penev NREL is a national laboratory of the U.S. Department of Energy, Office of Energy Efficiency & Renewable Energy, operated by the Alliance for Sustainable Energy, LLC. Technical Report NREL/TP-5600-51995 March 2013 Contract No. DE-AC36-08GO28308 Blending Hydrogen into Natural Gas Pipeline Networks: A Review of Key Issues M. W. Melaina, O. Antonia, and M. Penev Prepared under Task No. HT12.2010 NREL is a national laboratory of the U.S. Department of Energy, Office of Energy Efficiency & Renewable Energy, operated by the Alliance for Sustainable Energy, LLC. National Renewable Energy Laboratory Technical Report 15013 Denver West Parkway NREL/TP-5600-51995 Golden, Colorado 80401 March 2013 303-275-3000 • www.nrel.gov Contract No. DE-AC36-08GO28308 NOTICE This report was prepared as an account of work sponsored by an agency of the United States government. Neither the United States government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States government or any agency thereof. The views and opinions of authors expressed herein do not necessarily state or reflect those of the United States government or any agency thereof. -
Hydrogen Storage for Mobility: a Review
materials Review Hydrogen Storage for Mobility: A Review Etienne Rivard * , Michel Trudeau and Karim Zaghib * Centre of Excellence in Transportation Electrification and Energy Storage, Hydro-Quebec, 1806, boul. Lionel-Boulet, Varennes J3X 1S1, Canada; [email protected] * Correspondence: [email protected] (E.R.); [email protected] (K.Z.) Received: 18 April 2019; Accepted: 11 June 2019; Published: 19 June 2019 Abstract: Numerous reviews on hydrogen storage have previously been published. However, most of these reviews deal either exclusively with storage materials or the global hydrogen economy. This paper presents a review of hydrogen storage systems that are relevant for mobility applications. The ideal storage medium should allow high volumetric and gravimetric energy densities, quick uptake and release of fuel, operation at room temperatures and atmospheric pressure, safe use, and balanced cost-effectiveness. All current hydrogen storage technologies have significant drawbacks, including complex thermal management systems, boil-off, poor efficiency, expensive catalysts, stability issues, slow response rates, high operating pressures, low energy densities, and risks of violent and uncontrolled spontaneous reactions. While not perfect, the current leading industry standard of compressed hydrogen offers a functional solution and demonstrates a storage option for mobility compared to other technologies. Keywords: hydrogen mobility; hydrogen storage; storage systems assessment; Kubas-type hydrogen storage; hydrogen economy 1. Introduction According to the Intergovernmental Panel on Climate Change (IPCC), it is almost certain that the unusually fast global warming is a direct result of human activity [1]. The resulting climate change is linked to significant environmental impacts that are connected to the disappearance of animal species [2,3], decreased agricultural yield [4–6], increasingly frequent extreme weather events [7,8], human migration [9–11], and conflicts [12–14]. -
Storing Syngas Lowers the Carbon Price for Profitable Coal Gasification
Carnegie Mellon Electricity Industry Center Working Paper CEIC-07-10 www.cmu.edu/electricity Storing syngas lowers the carbon price for profitable coal gasification ADAM NEWCOMER AND JAY APT Carnegie Mellon Electricity Industry Center, Tepper School of Business, and Department of Engineering and Public Policy, 254 Posner Hall, Carnegie Mellon University, Pittsburgh, Pennsylvania 15213 Integrated gasification combined cycle (IGCC) electric power generation systems with carbon capture and sequestration have desirable environmental qualities, but are not profitable when the carbon dioxide price is less than approximately $50 per metric ton. We examine whether an IGCC facility that operates its gasifier continuously but stores the syngas and produces electricity only when daily prices are high may be profitable at significantly lower CO2 prices. Using a probabilistic analysis, we have calculated the plant-level return on investment (ROI) and the value of syngas storage for IGCC facilities located in the US Midwest using a range of storage configurations. Adding a second turbine to use the stored syngas to generate electricity at peak hours and implementing 12 hours of above ground high pressure syngas storage significantly increases the ROI and net present value. Storage lowers the carbon price at which IGCC enters the US generation mix by approximately 25%. 1 Carnegie Mellon Electricity Industry Center Working Paper CEIC-07-10 www.cmu.edu/electricity Introduction Producing electricity from coal-derived synthesis gas (syngas) in an integrated gasification combined cycle (IGCC) facility can improve criteria pollutant performance over other coal-fueled technologies such as pulverized coal (PC) facilities [1-5] and can be implemented with carbon capture and sequestration. -
Assessment of Innovative and Automated Freight Strategies and Technologies—Phase I Final Report
Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. FHWA/TX-17/0-6837-1 4. Title and Subtitle 5. Report Date ASSESSMENT OF INNOVATIVE AND AUTOMATED FREIGHT February 2017 STRATEGIES AND TECHNOLOGIES—PHASE I FINAL REPORT 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. Curtis Morgan, Jeffery Warner, Allan Rutter, Dahye Lee, C. James Report 0-6837-1 Kruse, Dong Hun Kang, Mario Monsreal, Jolanda Prozzi, Juan Carlos Villa, Jeffrey Borowiec, Leslie Olson, David Bierling, and Edwin Varela 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Texas A&M Transportation Institute The Texas A&M University System 11. Contract or Grant No. College Station, Texas 77843-3135 Project 0-6837 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered Texas Department of Transportation Technical Report: Research and Technology Implementation Office March 2016 125 E. 11th Street 14. Sponsoring Agency Code Austin, Texas 78701-2483 15. Supplementary Notes Project performed in cooperation with the Texas Department of Transportation and the Federal Highway Administration. Project Title: Assessment of Innovative and Automated Freight Systems and Development of Evaluation Tools URL: http://tti.tamu.edu/documents/0-6837-1.pdf 16. Abstract Many innovative freight delivery strategies and technologies have been proposed to address the future freight needs of Texas’s growing population. Changes in both buying habits and a shift toward direct home package delivery threaten to dramatically change distribution patterns and increase the number of intercity and local delivery trucks on Texas Department of Transportation (TxDOT) roadways. -
CASE Studies
THE STATE OF ASIAN CITIES 2010/11 CASE STUDIES TRANSPORTATION POSITIVE CHANGE IS WITHIN REACH Transportation generates at least one third of greenhouse gas emissions in urban areas, but positive change is within reach, and much more easily than some policymakers might think. Cycle rickshaws remain a policy blind spot The cycle rickshaw remains widely popular in Asian cities and is a sustainable urban transport for short- distance trips (1-5 km). It can also complement and integrate very effectively as a low-cost feeder service to public transport systems, providing point-to-point service (i.e., from home to a bus stop). According to estimates, over seven million passenger/goods cycle rickshaws are in operation in various Indian cities (including some 600,000 in India’s National Capital Region) where they are used by substantial numbers of low- and middle-income commuters as well as tourists, and even goods or materials. Still, for all its popularity and benefits, this non-polluting type of transport is largely ignored by policymakers and transport planners. Recently in Delhi, a ban on cycle rickshaws resulted in additional traffic problems as people turned to ‘auto’ (i.e., motorized) rickshaws instead. The ban met with public outcry and opposition from many civil society groups. In a landmark decision in February 2010, the Delhi High Court ruled that the Municipal Corporation’s ban on cycle rickshaws was unconstitutional. State of Asian Cities Report 2010/11, Ch. 4, Box 4.17 Delhi’s conversion to natural gas and solar power In 1998 and at the request of India’s non-governmental Centre for Science and Environment, the country’s Supreme Court directed the Delhi Government to convert all public transport and para-transit vehicles from diesel or petrol engines to compressed natural gas (CNG). -
Fuel Properties Comparison
Alternative Fuels Data Center Fuel Properties Comparison Compressed Liquefied Low Sulfur Gasoline/E10 Biodiesel Propane (LPG) Natural Gas Natural Gas Ethanol/E100 Methanol Hydrogen Electricity Diesel (CNG) (LNG) Chemical C4 to C12 and C8 to C25 Methyl esters of C3H8 (majority) CH4 (majority), CH4 same as CNG CH3CH2OH CH3OH H2 N/A Structure [1] Ethanol ≤ to C12 to C22 fatty acids and C4H10 C2H6 and inert with inert gasses 10% (minority) gases <0.5% (a) Fuel Material Crude Oil Crude Oil Fats and oils from A by-product of Underground Underground Corn, grains, or Natural gas, coal, Natural gas, Natural gas, coal, (feedstocks) sources such as petroleum reserves and reserves and agricultural waste or woody biomass methanol, and nuclear, wind, soybeans, waste refining or renewable renewable (cellulose) electrolysis of hydro, solar, and cooking oil, animal natural gas biogas biogas water small percentages fats, and rapeseed processing of geothermal and biomass Gasoline or 1 gal = 1.00 1 gal = 1.12 B100 1 gal = 0.74 GGE 1 lb. = 0.18 GGE 1 lb. = 0.19 GGE 1 gal = 0.67 GGE 1 gal = 0.50 GGE 1 lb. = 0.45 1 kWh = 0.030 Diesel Gallon GGE GGE 1 gal = 1.05 GGE 1 gal = 0.66 DGE 1 lb. = 0.16 DGE 1 lb. = 0.17 DGE 1 gal = 0.59 DGE 1 gal = 0.45 DGE GGE GGE Equivalent 1 gal = 0.88 1 gal = 1.00 1 gal = 0.93 DGE 1 lb. = 0.40 1 kWh = 0.027 (GGE or DGE) DGE DGE B20 DGE DGE 1 gal = 1.11 GGE 1 kg = 1 GGE 1 gal = 0.99 DGE 1 kg = 0.9 DGE Energy 1 gallon of 1 gallon of 1 gallon of B100 1 gallon of 5.66 lb., or 5.37 lb. -
China at the Crossroads
SPECIAL REPORT China at the Crossroads Energy, Transportation, and the 21st Century James S. Cannon June 1998 INFORM, Inc. 120 Wall Street New York, NY 10005-4001 Tel (212) 361-2400 Fax (212) 361-2412 Site www.informinc.org Gina Goldstein, Editor Emily Robbins, Production Editor © 1998 by INFORM, Inc. All rights reserved. Printed in the United States of America ISSN# 1050-8953 Volume 5, Number 2 Acknowledgments INFORM is grateful to all those who contributed their time, knowledge, and perspectives to the preparation of this report. We also wish to thank ARIA Foundation, The Compton Foundation, The Overbrook Foundation, and The Helen Sperry Lea Foundation, without whose generous support this work would not have been possible. Table of Contents Preface Introduction: A Moment of Choice for China. ........................................................................1 Motor Vehicles in China: Oil and Other Options...................................................................3 Motor Vehicle Manufacturing........................................................................................................3 Oil: Supply and Demand...............................................................................................................5 Alternative Vehicles and Fuels........................................................................................................8 Natural Gas Vehicles.....................................................................................................8 Liquefied Petroleum Gas ..............................................................................................10 -
Natural Gas Vehicle Technology
Natural Gas Vehicle Technology Basic Information about Light -Duty Vehicles History Natural Gas Vehicles 1910’s : Low-pressu re bag carried on a trailer (USA) 1930’s Wood-Gas (Germany) © ENGVA, 2003 1 Gaseous Vehicle Fuels LPG (Liquefied Petroleum Gas) Propane, butane, mixture 3 – 15 bar (45 – 625 psi) at ambient temperature CNG (Compressed Natural Gas) Methane CH 4 200 bar (3000 psi) at ambient temperature LNG (Liquefied Natural Gas) Methane CH 4 Cryogenic : Liquefied at -162°C (typical for vehicle use -140°C @ 3 to 5 bar) H2 (Hydrogen) CH 2 (350 bar (5150 psi) compressed) or LH 2 (liquefied, -253°C) © ENGVA, 2003 CNG system overview Light-Duty Typical CNG Components in a Natural Gas Vehicle Fill receptacle Storage tank(s) Piping and fittings High Pressure Regulator Fuel-rail CNG injectors ECU Source : Volvo © ENGVA, 2003 2 CNG storage Storage in gaseous phase Storage under high pressure : 200 bar / 3000 psi Storage in one or more cylinders LPG storage Source : Barbotti, Argentina Storage in liquid phase Storage under low pressure : 3 - 15 bar Storage (mostly) in one cylinder Source : Opel © ENGVA, 2003 CNG fuel systems Light-Duty Mono-Fuel CNG only (dedicated) Bi-Fuel Source : Fiat Auto Spa CNG & Petrol © ENGVA, 2003 3 Mono-Fuel system Light-Duty Advantages Optimised engine possible Higher power output Lower fuel consumption Better exhaust gas emissions More available space for CNG tanks Better access to incentive programs Disadvantages Higher system price Restricted (total) range Dependency on filling station availability Source : -
Natural Gas and Propane
Construction Concerns: Natural Gas and Propane Article by Gregory Havel September 28, 2015 For the purposes of this article, I will discuss the use of natural gas and propane [liquefied propane (LP)] gas in buildings under construction, in buildings undergoing renovation, and in the temporary structures that are found on construction job sites including scaffold enclosures. In permanent structures, natural gas is carried by pipe from the utility company meter to the location of the heating appliances. Natural gas from utility companies is lighter than air and is odorized. In temporary structures and in buildings under construction or renovation, the gas may be carried from the utility company meter by pipe or a hose rated for natural gas at the pressure to be used to the location of the heating appliances. These pipes and hoses must be properly supported and must be protected from damage including from foot and wheeled traffic. The hoses, pipes, and connections must be checked regularly for leaks. For permanent and temporary structures, LP gas is usually stored in horizontal tanks outside the structure (photo 1) at a distance from the structure. September 28, 2015 (1) In Photo 1, note the frost on the bottom third of the tank that indicates the approximate amount of LP that is left in the tank. LP gas for fuel is heavier than air and is odorized. It is carried from the tank to the heating appliances by pipe or hose rated for LP gas at the pressure to be used. As it is for natural gas, these pipes and hoses must be properly supported and protected from damage including from foot and wheeled traffic.