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Assessment of Costs and Benefits of Flexible and Alternative Fuel Use in the U.S. Transportation Sector. Technical Report Fourteen

Assessment of Costs and Benefits of Flexible and Alternative Fuel Use in the U.S. Transportation Sector. Technical Report Fourteen by PDF

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Page : 181 pages
File Size : 27,14 MB
Release : 1996
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In this report, estimates are provided of the potential, by 2010, to displace conventional light-duty vehicle motor fuels with alternative fuels--compressed natural gas (CNG), liquefied petroleum gas (LPG), methanol from natural gas, ethanol from grain and from cellulosic feedstocks, and electricity--and with replacement fuels such as oxygenates added to gasoline. The 2010 estimates include the motor fuel displacement resulting both from government programs (including the Clean Air Act and EPACT) and from potential market forces. This report also provides an estimate of motor fuel displacement by replacement and alterative fuels in the year 2000. However, in contrast to the 2010 estimates, the year 2000 estimate is restricted to an accounting of the effects of existing programs and regulations. 27 figs., 108 tabs.

Assessment of Costs and Benefits of Flexible and Alternative Fuel Use in the US Transportation Sector

Assessment of Costs and Benefits of Flexible and Alternative Fuel Use in the US Transportation Sector by PDF

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Page : pages
File Size : 38,26 MB
Release : 1991
Category : Methanol as fuel
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The Alternative Motor Fuels Act of 1988 (Public Law 100-494), Section 400EE, states that the Secretary of Energy ... shall study methanol plants, including the costs and practicability of such plants that are (A) capable of utilizing current domestic supplies of unutilized natural gas; (B) relocatable; or (C) suitable for natural gas to methanol conversion by natural gas distribution companies ... '' The purpose of this report is to characterize unutilized gas within the lower 48 states and to perform an economic analysis of methanol plants required by the act. The approach with regard to unutilized lower 48 gas is to (1) compare the costs of converting such gas to methanol against the expected price of gasoline over the next 20 years, and (2) compare the economics of converting such gas to methanol against the economics of using the gas as a pipeline-transported fuel. This study concludes that remote gas and low-Btu gas generally cannot be converted to methanol at costs near the expected competitive value of gasoline because of the poor economies of scale of small methanol plants.