CNG 101: Basic Questions About Natural Gas As a Transportation Fuel
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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. -
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. -
A.22G Liquefied Natural Gas Management Plan
APPENDIX A.22G: Liquid Natural Gas Management Plan Volume A.i: PREFACE VOLUME A.V: Volume A.V: Volume A.ii: Volume A.iii: Volume A.iV: ADDITIONAL Project BioPhysicAl socio-economic AdditionAl introduction VAlued VAlued YESAAyesAA & oVerView comPonents comPonents REQUIREMENTSreQuirements A.1 Introduction A.6 Terrain Features A.13 Employment and A.20 Effects of the Income Environment on Concordance Table to the the Project A.1A A.7 Water Quality A.13A Economic Impacts of the Executive Committee’s Request Casino Mine Project for Supplementary Information A.21 Accidents and A.7A Variability Water Balance Model Malfunctions Report A.14 Employability First Nations and A.2 A.7B Water Quality Predictions Report A.22 Environmental Community A.15 Economic Management Consultation A.7c Potential Effects of Climate Change on Development and the Variability Water Balance A.22A Waste and Hazardous Business Sector Materials A.2A Traditional Knowledge Management Plan Bibliography A.7d Updated Appendix B5 to Appendix 7A A.16 Community A.22B Spill Contingency A.7e 2008 Environmental Vitality Management Plan A.3 Project Location Studies Report: Final A.17 Community A.22c Sediment and Erosion A.7F The Effect of Acid Rock Drainage on Control Management A.4 Project Description Casino Creek Infrastructure and Plan Services A.7G Toxicity Testing Reports A.22d Invasive Species A.4A Tailings Management Facility Management Plan Construction Material Alternatives A.7h Appendix A2 to Casino Waste Rock A.18 Cultural and Ore Geochemical Static Test As- A.22e Road Use -
Guidance on Estimating Condensate and Crude Oil Loading Losses from Tank Trucks Section I
Guidance on Estimating Condensate and Crude Oil Loading Losses from Tank Trucks Section I. Introduction The purpose of this guidance document is to provide general guidance on estimating condensate and crude oil evaporative emissions from tank trucks during loading operations. • OAC 165:10-1-2 defines condensate as “a liquid hydrocarbon which: (A) [w]as produced as a liquid at the surface, (B) [e]xisted as a gas in the reservoir, and (C) [h]as an API gravity greater than or equal to fifty degrees, unless otherwise proven.” • OAC 165:10-1-2 defines crude oil as “any petroleum hydrocarbon, except condensate, produced from a well in liquid form by ordinary production methods.” The Air Quality Division (AQD) has received permit applications requesting the use of a reduced Volatile Organic Compounds (VOC) loading emission factor for estimating tank truck loading loss emissions. This is to account for methane and ethane entrained in the petroleum liquid that, along with VOC, are released in the vapors as the petroleum liquid is loaded. In some cases, the proposed non-VOC reduction represents a combined methane and ethane vapor concentration of greater than 30 percent by weight. Permit applications are submitted with loading loss emissions calculated using the methodology outlined in AP-42 (6/08), Section 5.2, using process simulation software, or both. Process simulation software estimates emissions based on all streams reaching equilibrium. The majority of permitted loading losses are calculated assuming negligible concentrations of methane and/or ethane. Due to the high concentrations of methane and ethane proposed in some permit applications, a review of the calculation methodology was conducted and resulted in this guidance document. -
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 : -
Safe Operation of Vacuum Trucks in Petroleum Service
Safe Operation of Vacuum Trucks in Petroleum Service API RECOMMENDED PRACTICE 2219 THIRD EDITION, NOVEMBER 2005 REAFFIRMED, NOVEMBER 2012 --``,,```,`,,,`,,`````,,,,``,``-`-`,,`,,`,`,,`--- Copyright American Petroleum Institute Provided by IHS under license with API Licensee=Shell Global Solutions International B.V. Main/5924979112, User=Elliott No reproduction or networking permitted without license from IHS Not for Resale, 12/30/2013 09:55:43 MST --``,,```,`,,,`,,`````,,,,``,``-`-`,,`,,`,`,,`--- Copyright American Petroleum Institute Provided by IHS under license with API Licensee=Shell Global Solutions International B.V. Main/5924979112, User=Elliott No reproduction or networking permitted without license from IHS Not for Resale, 12/30/2013 09:55:43 MST Safe Operation of Vacuum Trucks in Petroleum Service Downstream Segment API RECOMMENDED PRACTICE 2219 THIRD EDITION, NOVEMBER 2005 REAFFIRMED, NOVEMBER 2012 --``,,```,`,,,`,,`````,,,,``,``-`-`,,`,,`,`,,`--- Copyright American Petroleum Institute Provided by IHS under license with API Licensee=Shell Global Solutions International B.V. Main/5924979112, User=Elliott No reproduction or networking permitted without license from IHS Not for Resale, 12/30/2013 09:55:43 MST SPECIAL NOTES API publications necessarily address problems of a general nature. With respect to particular circumstances, local, state, and federal laws and regulations should be reviewed. Neither API nor any of API's employees, subcontractors, consultants, committees, or other assignees make any warranty or representation, either express or implied, with respect to the accuracy, completeness, or usefulness of the information contained herein, or assume any liability or responsibility for any use, or the results of such use, of any information or process disclosed in this publication. Neither API nor any of API's employees, subcontractors, con- sultants, or other assignees represent that use of this publication would not infringe upon pri- vately owned rights. -
Report to Congress
REPORT TO CONGRESS Effects of the Alternative Motor Fuels Act CAFE Incentives Policy PREPARED BY: U.S. Department of Transportation U.S. Department of Energy U.S. Environmental Protection Agency March 2002 Table of Contents Highlights.............................................................................................................................iii Executive Summary.............................................................................................................vi I. Introduction.....................................................................................................................1 II. Background.....................................................................................................................3 III. Availability of Alternative Fuel Vehicles.....................................................................13 IV. Availability and Use of Alternative Fuels....................................................................27 V. Analysis of the Effects on Energy Conservation and the Environment...................................................................................................37 VI. Summary of Findings and Recommendations............................................................49 Appendices.........................................................................................................................52 Appendix A: Summary of Federal Register Comments Appendix B: Listing of CAFE Fines Paid by Vehicle Manufacturers Appendix C: U.S. Refueling Site Counts by State -
Leak Detection in Natural Gas and Propane Commercial Motor Vehicles Course
Leak Detection in Natural Gas and Propane Commercial Motor Vehicles Course July 2015 Table of Contents 1. Leak Detection in Natural Gas and Propane Commercial Motor Vehicles Course ............................................... 1 1.1 Introduction and Overview ............................................................................................................................ 1 1.2 Welcome ........................................................................................................................................................ 1 1.3 Course Goal .................................................................................................................................................... 1 1.4 Training Outcomes ......................................................................................................................................... 1 1.5 Training Outcomes (Continued) ..................................................................................................................... 2 1.6 Course Objectives .......................................................................................................................................... 2 1.7 Course Topic Areas ........................................................................................................................................ 2 1.8 Course Overview ............................................................................................................................................ 2 1.9 Module One: Overview of CNG, LNG, -
2002-00201-01-E.Pdf (Pdf)
report no. 2/95 alternative fuels in the automotive market Prepared for the CONCAWE Automotive Emissions Management Group by its Technical Coordinator, R.C. Hutcheson Reproduction permitted with due acknowledgement Ó CONCAWE Brussels October 1995 I report no. 2/95 ABSTRACT A review of the advantages and disadvantages of alternative fuels for road transport has been conducted. Based on numerous literature sources and in-house data, CONCAWE concludes that: · Alternatives to conventional automotive transport fuels are unlikely to make a significant impact in the foreseeable future for either economic or environmental reasons. · Gaseous fuels have some advantages and some growth can be expected. More specifically, compressed natural gas (CNG) and liquefied petroleum gas (LPG) may be employed as an alternative to diesel fuel in urban fleet applications. · Bio-fuels remain marginal products and their use can only be justified if societal and/or agricultural policy outweigh market forces. · Methanol has a number of disadvantages in terms of its acute toxicity and the emissions of “air toxics”, notably formaldehyde. In addition, recent estimates suggest that methanol will remain uneconomic when compared with conventional fuels. KEYWORDS Gasoline, diesel fuel, natural gas, liquefied petroleum gas, CNG, LNG, Methanol, LPG, bio-fuels, ethanol, rape seed methyl ester, RSME, carbon dioxide, CO2, emissions. ACKNOWLEDGEMENTS This literature review is fully referenced (see Section 12). However, CONCAWE is grateful to the following for their permission to quote in detail from their publications: · SAE Paper No. 932778 ã1993 - reprinted with permission from the Society of Automotive Engineers, Inc. (15) · “Road vehicles - Efficiency and emissions” - Dr. Walter Ospelt, AVL LIST GmbH.