Assessment of methane-related fuels for automotive fleet vehicles: technical, supply, and economic assessments

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The use of methane-related fuels, derived from a variety of sources, in highway vehicles is assessed. Methane, as used here, includes natural gas (NG) as well as synthetic natural gas (SNG). Methanol is included because it can be produced from NG or the same resources as SNG, and because it is a liquid fuel at normal ambient conditions. Technological, operational, efficiency, petroleum displacement, supply, safety, and economic issues are analyzed. In principle, both NG and methanol allow more efficient engine operation than gasoline. In practice, engines are at present rarely optimized for NG and methanol. On the basis of energy ... continued below

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Pages: 244

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Creator: Unknown. February 1, 1982.

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Description

The use of methane-related fuels, derived from a variety of sources, in highway vehicles is assessed. Methane, as used here, includes natural gas (NG) as well as synthetic natural gas (SNG). Methanol is included because it can be produced from NG or the same resources as SNG, and because it is a liquid fuel at normal ambient conditions. Technological, operational, efficiency, petroleum displacement, supply, safety, and economic issues are analyzed. In principle, both NG and methanol allow more efficient engine operation than gasoline. In practice, engines are at present rarely optimized for NG and methanol. On the basis of energy expended from resource extraction to end use, only optimized LNG vehicles are more efficient than their gasoline counterparts. By 1985, up to 16% of total petroleum-based highway vehicle fuel could be displaced by large fleets with central NG fueling depots. Excluding diesel vehicles, which need technology advances to use NG, savings of 8% are projected. Methanol use by large fleets could displace up to 8% of petroleum-based highway vehicle fuel from spark-ignition vehicles and another 9% from diesel vehicles with technology advances. The US NG supply appears adequate to accommodate fleet use. Supply projections, future price differential versus gasoline, and user economics are uncertain. In many cases, attractive paybacks can occur. Compressed NG now costs on average about $0.65 less than gasoline, per energy-equivalent gallon. Methanol supply projections, future prices, and user economics are even more uncertain. Current and projected near-term methanol supplies are far from adequate to support fleet use. Methanol presently costs more than gasoline on an equal-energy basis, but is projected to cost less if produced from coal instead of NG or petroleum.

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Pages: 244

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NTIS, PC A11/MF A01.

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  • Other: DE82013287
  • Report No.: DOE/CE/50179-1-Vol.2
  • Grant Number: AC01-80CS50179
  • DOI: 10.2172/5267130 | External Link
  • Office of Scientific & Technical Information Report Number: 5267130
  • Archival Resource Key: ark:/67531/metadc1070077

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Office of Scientific & Technical Information Technical Reports

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  • February 1, 1982

Added to The UNT Digital Library

  • Feb. 4, 2018, 10:51 a.m.

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  • Feb. 15, 2018, 9:36 p.m.

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Assessment of methane-related fuels for automotive fleet vehicles: technical, supply, and economic assessments, report, February 1, 1982; United States. (digital.library.unt.edu/ark:/67531/metadc1070077/: accessed August 14, 2018), University of North Texas Libraries, Digital Library, digital.library.unt.edu; crediting UNT Libraries Government Documents Department.