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An Update on Ethanol Production and Utilization in Thailand

Description: Thailand has continued to promote domestic biofuel utilization. Production and consumption of biofuel in Thailand have continued to increase at a fast rate due to aggressive policies of the Thai government in reducing foreign oil import and increasing domestic renewable energy utilization. This paper focuses on ethanol production and consumption, and the use of gasohol in Thailand. The paper is an update on the previous paper--Biofuel Infrastructure Development and Utilization in Thailand--in August 2008.
Date: October 1, 2009
Creator: Bloyd, Cary N.
Partner: UNT Libraries Government Documents Department

Ethanol Demand in United States Gasoline Production

Description: The Oak Ridge National Laboratory (OWL) Refinery Yield Model (RYM) has been used to estimate the demand for ethanol in U.S. gasoline production in year 2010. Study cases examine ethanol demand with variations in world oil price, cost of competing oxygenate, ethanol value, and gasoline specifications. For combined-regions outside California summer ethanol demand is dominated by conventional gasoline (CG) because the premised share of reformulated gasoline (RFG) production is relatively low and because CG offers greater flexibility for blending high vapor pressure components like ethanol. Vapor pressure advantages disappear for winter CG, but total ethanol used in winter RFG remains low because of the low RFG production share. In California, relatively less ethanol is used in CG because the RFG production share is very high. During the winter in California, there is a significant increase in use of ethanol in RFG, as ethanol displaces lower-vapor-pressure ethers. Estimated U.S. ethanol demand is a function of the refiner value of ethanol. For example, ethanol demand for reference conditions in year 2010 is 2 billion gallons per year (BGY) at a refiner value of $1.00 per gallon (1996 dollars), and 9 BGY at a refiner value of $0.60 per gallon. Ethanol demand could be increased with higher oil prices, or by changes in gasoline specifications for oxygen content, sulfur content, emissions of volatile organic compounds (VOCS), and octane numbers.
Date: November 24, 1998
Creator: Hadder, G.R.
Partner: UNT Libraries Government Documents Department

Gasohol

Description: A report by the Office of Technology Assessment (OTA) addressing "the major technical, economic, environmental and social factors related to production and use" (Issues and Findings). Gasohol is a mixture of one part ethanol and nine parts unleaded gasoline.
Date: September 1979
Creator: United States. Congress. Office of Technology Assessment.
Partner: UNT Libraries Government Documents Department

Technical Issues Associated With the Use of Intermediate Ethanol Blends (>E10) in the U.S. Legacy Fleet

Description: The Oak Ridge National Laboratory (ORNL) supports the U.S. Department of Energy (DOE) in assessing the impact of using intermediate ethanol blends (E10 to E30) in the legacy fleet of vehicles in the U.S. fleet. The purpose of this report is to: (1) identify the issues associated with intermediate ethanol blends with an emphasis on the end-use or vehicle impacts of increased ethanol levels; (2) assess the likely severity of the issues and whether they will become more severe with higher ethanol blend levels, or identify where the issue is most severe; (3) identify where gaps in knowledge exist and what might be required to fill those knowledge gaps; and (4) compile a current and complete bibliography of key references on intermediate ethanol blends. This effort is chiefly a critical review and assessment of available studies. Subject matter experts (authors and selected expert contacts) were consulted to help with interpretation and assessment. The scope of this report is limited to technical issues. Additional issues associated with consumer, vehicle manufacturer, and regulatory acceptance of ethanol blends greater than E10 are not considered. The key findings from this study are given.
Date: August 1, 2007
Creator: Rich, Bechtold; Thomas, John F; Huff, Shean P; Szybist, James P; West, Brian H; Theiss, Timothy J et al.
Partner: UNT Libraries Government Documents Department

A STUDY OF THE DISCREPANCY BETWEEN FEDERAL AND STATE MEASUREMENTS OF ON-HIGHWAY FUEL CONSUMPTION

Description: Annual highway fuel taxes are collected by the Treasury Department and placed in the Highway Trust Fund (HTF). There is, however, no direct connection between the taxes collected by the Treasury Department and the gallons of on-highway fuel use, which can lead to a discrepancy between these totals. This study was conducted to determine how much of a discrepancy exists between the total fuel usages estimated based on highway revenue funds as reported by the Treasury Department and the total fuel usages used in the apportionment of the HTF to the States. The analysis was conducted using data from Highway Statistics Tables MF-27 and FE-9 for the years 1991-2001. It was found that the overall discrepancy is relatively small, mostly within 5% difference. The amount of the discrepancy varies from year to year and varies among the three fuel types (gasoline, gasohol, special fuels). Several potential explanations for these discrepancies were identified, including issues on data, tax measurement, gallon measurement, HTF receipts, and timing. Data anomalies caused by outside forces, such as deferment of tax payments from one fiscal year to the next, can skew fuel tax data. Fuel tax evasion can lead to differences between actual fuel use and fuel taxes collected. Furthermore, differences in data collection and reporting among States can impact fuel use data. Refunds, credits, and transfers from the HTF can impact the total fuel tax receipt data. Timing issues, such as calendar year vs. fiscal year, can also cause some discrepancy between the two data sources.
Date: August 11, 2003
Creator: Hwang, HL
Partner: UNT Libraries Government Documents Department

Review of Heavy-Duty Engine Combustion Research at Sandia National Laboratories

Description: The objectives of this paper are to describe the research efforts in diesel engine combustion at Sandia National Laboratories' Combustion Research Facility and to provide recent experimental results. We have four diesel engine experiments supported by the Department of Energy, Office of Heavy Vehicle Technologies: a one-cylinder version of a Cummins heavy-duty engine, a diesel simulation facility, a one-cylinder Caterpillar engine to evaluate combustion of alternative fuels, and a homogeneous-charge, compression-ignition (HCCI) engine facility is under development. Recent experimental results to be discussed are: the effects of injection timing and diluent addition on late-combustion soot burnout, diesel-spray ignition and premixed-burn behavior, a comparison of the combustion characteristics of M85 (a mixture of 85% methanol and 15% gasoline) and DF2 (No.2 diesel reference fuel), and a description of our HCCI experimental program and modeling work.
Date: June 19, 2000
Creator: Carling, Robert W. & Singh, Gurpreet
Partner: UNT Libraries Government Documents Department

Development of a dedicated ethanol ultra-low emission vehicle (ULEV): Final report

Description: The objective of this project was to develop a commercially competitive vehicle powered by ethanol (or an ethanol blend) that can meet California`s ultra-low emission vehicle (ULEV) standards and equivalent corporate average fuel economy (CAFE) energy efficiency for a light-duty passenger car application. The definition of commercially competitive is independent of fuel cost, but does include technical requirements for competitive power, performance, refueling times, vehicle range, driveability, fuel handling safety, and overall emissions performance. This report summarizes the fourth and final phase of this project, and also the overall project. The focus of this report is the technology used to develop a dedicated ethanol-fueled ULEV, and the emissions results documenting ULV performance. Some of the details for the control system and hardware changes are presented in two appendices that are SAE papers. The demonstrator vehicle has a number of advanced technological features, but it is currently configured with standard original equipment manufacturer (OEM) under-engine catalysts. Close-coupled catalysts would improve emissions results further, but no close-coupled catalysts were available for this testing. Recently, close-coupled catalysts were obtained, but installation and testing will be performed in the future. This report also briefly summarizes work in several other related areas that supported the demonstrator vehicle work.
Date: September 1, 1998
Creator: Dodge, L.; Bourn, G.; Callahan, T.; Grogan, J.; Leone, D.; Naegeli, D. et al.
Partner: UNT Libraries Government Documents Department

The Federal Highway Administration Gasohol Consumption Estimation Model

Description: The Federal Highway Administration (FHWA) is responsible for estimating the portion of Federal highway funds attributable to each State. The process involves use of State-reported data (gallons) and a set of estimation models when accurate State data is unavailable. To ensure that the distribution of funds is equitable, FHWA periodically reviews the estimation models. Estimation of the use of gasohol is difficult because of State differences in the definition of gasohol, inability of many States to separate and report gasohol usage from other fuel types, changes in fuel composition in nonattainment areas to address concerns over the use of certain fuel additives, and the lack of a valid State-level surrogate data set for gasohol use. Under the sponsorship of FHWA, Oak Ridge National Laboratory (ORNL) reviewed the regression-based gasohol estimation model that has been in use for several years. Based on an analytical assessment of that model and an extensive review of potential data sets, ORNL developed an improved rule-based model. The new model uses data from Internal Revenue Service, Energy Information Administration, Environmental Protection Agency, Department of Energy, ORNL, and FHWA sources. The model basically consists of three parts: (1) development of a controlled total of national gasohol usage, (2) determination of reliable State gasohol consumption data, and (3) estimation of gasohol usage for all other States. The new model will be employed for the 2004 attribution process. FHWA is currently soliciting comments and inputs from interested parties. Relevant data, as identified, will be pursued and refinements will be made by the research team if warranted.
Date: August 28, 2003
Creator: Hwang, HL
Partner: UNT Libraries Government Documents Department

Production of ethanol from refinery waste gases. Phase 2, technology development, annual report

Description: Oil refineries discharge large volumes of H{sub 2}, CO, and CO{sub 2} from cracking, coking, and hydrotreating operations. This program seeks to develop a biological process for converting these waste gases into ethanol, which can be blended with gasoline to reduce emissions. Production of ethanol from all 194 US refineries would save 450 billion BTU annually, would reduce crude oil imports by 110 million barrels/year and emissions by 19 million tons/year. Phase II efforts has yielded at least 3 cultures (Clostridium ljungdahlii, Isolate O-52, Isolate C-01) which are able to produce commercially viable concentrations of ethanol from CO, CO{sub 2}, and H{sub 2} in petroleum waste gas. Single continuous stirred tank reactor studies have shown that 15-20 g/L of ethanol can be produced, with less than 5 g/L acetic acid byproduct. Culture and reactor optimization in Phase III should yield even higher ethanol concentrations and minimal acetic acid. Product recovery studies showed that ethanol is best recovered in a multi-step process involving solvent extraction/distillation to azeotrope/azeotropic distillation or pervaporation, or direct distillation to the azeotrope/azeotropic distillation or pervaporation. Projections show that the ethanol facility for a typical refinery would require an investment of about $30 million, which would be returned in less than 2 years.
Date: July 1, 1995
Creator: Arora, D.; Basu, R.; Phillips, J.R.; Wikstrom, C.V.; Clausen, E.C. & Gaddy, J.L.
Partner: UNT Libraries Government Documents Department

Effects of ethanol on small engines and the environment

Description: With the support of the Missouri Corn Merchandising Council and the Department of Energy, Northwest Missouri State University conducted an applied research project to investigate the effects of the commercially available ethanol/gasoline fuel blend on small engines. The study attempted to identify any problems when using the 10% ethanol/gasoline blend in engines designed for gasoline and provide solutions to the problems identified. Fuel economy, maximum power, internal component wear, exhaust emissions and engine efficiency were studied.
Date: January 9, 1995
Creator: Bettis, M. D.
Partner: UNT Libraries Government Documents Department

Statistical Analysis of the Factors Influencing Consumer Use of E85

Description: Evaluating the sales patterns of E85 retail outlets can provide important information about consumer behavior regarding E85, locating future E85 fueling infrastructure, and developing future alternative fuel policies and programs.
Date: July 1, 2008
Creator: Bromiley, P.; Gerlach, T.; Marczak, K.; Taylor, M. & Dobrovolny, L.
Partner: UNT Libraries Government Documents Department

High pressure HC1 conversion of cellulose to glucose

Description: The production of ethanol from glucose by means of fermentation represents a potential long-range alternative to oil for use as a transportation fuel. Today's rising oil prices and the dwindling world supply of oil have made other fuels, such as ethanol, attractive alternatives. It has been shown that automobiles can operate, with minor alterations, on a 10% ethanol-gasoline mixture popularly known as gasohol. Wood has long been known as a potential source of glucose. Glucose may be obtained from wood following acid hydrolysis. In this research, it was found that saturating wood particles with HCl gas under pressure was an effective pretreatment before subjecting the wood to dilute acid hydrolysis. The pretreatment is necessary because of the tight lattice structure of cellulose, which inhibits dilute acid hydrolysis. HCl gas makes the cellulose more susceptible to hydrolysis and the glucose yield is doubled when dilute acid hydrolysis is preceded by HCl saturation at high pressure. The saturation was most effectively performed in a fluidized bed reactor, with pure HCl gas fluidizing equal volumes of ground wood and inert particles. The fluidized bed effectively dissipated the large amount of heat released upon HCl absorption into the wood. Batch reaction times of one hour at 314.7 p.s.i.a. gave glucose yields of 80% and xylose yields of 95% after dilute acid hydrolysis. A non-catalytic gas-solid reaction model, with gas diffusing through the solid limiting the reaction rate, was found to describe the HCl-wood reaction in the fluidized bed. HCl was found to form a stable adduct with the lignin residue in the wood, in a ratio of 3.33 moles per mole of lignin monomer. This resulted in a loss of 0.1453 lb. of HCl per pound of wood. The adduct was broken upon the addition of water. A process design and economic evaluation for ...
Date: August 1, 1981
Creator: Antonoplis, Robert Alexander; Blanch, Harvey W. & Wilke, Charles R.
Partner: UNT Libraries Government Documents Department

The origin of organic pollutants from the combustion of alternative fuels: Phase 5/6 report

Description: As part of the US Department of Energy National Renewable Energy Laboratory program on alternative automotive fuels, the subcontractor has been conducting studies on the origin and fate of organic pollutants from the combustion of alternative fuels. Laboratory experiments were conducted simulating cold start of four alterative fuels (compressed natural gas, liquefied petroleum gas, methanol-gasoline mix, and ethanol-gasoline mix) using a commercial three-way catalyst under fuel-lean conditions. This report summarizes the results of these experiments. It appears that temperature of the catalyst is a more important parameter for fuel conversion and pollutant formation than oxygen concentration or fuel composition.
Date: May 1, 1998
Creator: Sidhu, S.; Graham, J.; Taylor, P. & Dellinger, B.
Partner: UNT Libraries Government Documents Department

Fuel Used for Off-Highway Recreation

Description: The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) established a National Recreational Trails Funding Program and the National Recreational Trails Trust Fund. ISTEA requires that tax revenue generated from the sales of motor fuel used for off-highway recreation be transferred from the Highway Trust Fund to the Trails Trust Fund for recreational trail and facility improvements. In order to apportion the Trails Trust Fund to individual states equitably, the Federal Highway Administration (FHWA) asked the Oak Ridge National Laboratory (ORNL) to estimate the amount of motor fuel used for off-highway recreation at the state level by different vehicle types. This report documents this estimation procedure. For this estimation procedure, off-highway recreational fuel use was defined as Federally taxed gasoline, gasohol, diesel fuel, or special fuel used in recreational motorized vehicles on recreational trails or back country terrain. Fuel used in outdoor non-engine recreational equipment, such as camp stoves, heaters, and lanterns, was excluded from the analysis. Vehicle types included in this study were: pickup truck, light utility vehicle, motorcycle, all terrain vehicle (ATV), and snowmobile. Two factors governed the development of this estimation procedure. First, individual state shares of the total Trust Funds need to be developed using a uniform approach. Second, data needed for the estimation procedure should be publicly available and easily obtainable so that estimates for all subsequent years can be generated easily. Estimates were developed based on existing data sources. Adjustment factors were developed to take into account different vehicular off-highway recreational usage among states.
Date: January 1, 1994
Creator: Hu, P.S.
Partner: UNT Libraries Government Documents Department

Ethanol/gasoline blends as automotive fuels

Description: An experimental study of gasoline and 10% ethanol/90% gasoline blends was made using five late-model vehicles operated on a climate-controlled chasis dynamometer. Data were obtained to permit comparisons of fuel economy, emissions, and other significant operational characteristics observed in tests with the two fuels. Volumetric fuel economy was shown to be slightly decreased while energy economy was slightly increased using the ethanol/gasoline blend. Compared with the results using base gasoline, the use of the ethanol/gasoline blend had no adverse effect upon regulated emissions at test temperatures within the range 20/sup 0/ to 75/sup 0/ F; at 100/sup 0/ F there were mirror increases in emissions using the ethanol/gasoline blends. Addition of ethanol at 10% concentration generally either had no effect or only slight effect on unburned hydrocarbon; an exception was noted for 100/sup 0/ F at which temperaure unburned hydrocarbon from the blend was increased significantly over that found with the base fuel. Road octane quality of the ethanol/gasoline blend was increased by about 3.5 numbers over the base fuel.
Date: January 1, 1979
Creator: Allsup, J R & Eccleston, D B
Partner: UNT Libraries Government Documents Department

Determination of alternative fuels combustion products: Phase 3 report

Description: This report describes the laboratory efforts to characterize particulate and gaseous exhaust emissions from a passenger vehicle operating on alternative fuels. Tests were conducted at room temperature (nominally 72 F) and 20 F utilizing the chassis dynamometer portion of the FTP for light-duty vehicles. Fuels evaluated include Federal RFG, LPG meeting HD-5 specifications, a national average blend of CNG, E85, and M85. Exhaust particulate generated at room temperature was further characterized to determine polynuclear aromatic content, trace element content, and trace organic constituents. For all fuels except M85, the room temperature particulate emission rate from this vehicle was about 2 to 3 mg/mile. On M85, the particulate emission rate was more than 6 mg/mile. In addition, elemental analysis of particulate revealed an order of magnitude more sulfur and calcium from M85 than any other fuel. The sulfur and calcium indicate that these higher emissions might be due to engine lubricating oil in the exhaust. For RFG, particulate emissions at 20 F were more than six times higher than at room temperature. For alcohol fuels, particulate emissions at 20 F were two to three times higher than at room temperature. For CNG and LPG, particulate emissions were virtually the same at 72 F and 20 F. However, PAH emissions from CNG and LPG were higher than expected. Both gaseous fuels had larger amounts of pyrene, 1-nitropyrene, and benzo(g,h,i)perylene in their emissions than the other fuels.
Date: December 1, 1997
Creator: Whitney, K.A.
Partner: UNT Libraries Government Documents Department

The economical production of alcohol fuels from coal-derived synthesis gas. Quarterly technical progress report No. 19, April 1, 1996--June 30, 1996

Description: The objective of Task I is to prepare and evaluate catalysts and to develop efficient reactor systems for the selective conversion of hydrogen-lean synthesis gas to alcohol fuel extenders and octane enhancers. In Task 1, during this reporting period, we encountered and solved a problem in the analysis of the reaction products containing a small amount of heavy components. Subsequently, we continued with the major thrusts of the program. We analyzed the results from our preliminary studies on the packed-bed membrane reactor using the BASF methanol synthesis catalyst. We developed a quantitative model to describe the performance of the reactor. The effect of varying permeances and the effect of catalyst aging are being incorporated into the model. Secondly, we resumed our more- detailed parametric studies on selected non-sulfide Mo-based catalysts. Finally, we continue with the analysis of data from the kinetic study of a sulfided carbon-supported potassium-doped molybdenum-cobalt catalyst in the Rotoberty reactor. We have completed catalyst screening at UCC. The complete characterization of selected catalysts has been started. In Task 2, the fuel blends of alcohol and unleaded test gas 96 (UTG 96) have been made and tests have been completed. The testing includes knock resistance tests and emissions tests. Emissions tests were conducted when the engine was optimized for the particular blend being tested (i.e. where the engine produced the most power when running on the blend in question). The data shows that the presence of alcohol in the fuel increases the fuel`s ability to resist knock. Because of this, when the engine was optimized for use with alcohol blends, the engine produced more power and lower emission rates.
Date: July 1, 1996
Partner: UNT Libraries Government Documents Department

Greenhouse gas emission impacts of alternative-fueled vehicles: Near-term vs. long-term technology options

Description: Alternative-fueled vehicle technologies have been promoted and used for reducing petroleum use, urban air pollution, and greenhouse gas emissions. In this paper, greenhouse gas emission impacts of near-term and long-term light-duty alternative-fueled vehicle technologies are evaluated. Near-term technologies, available now, include vehicles fueled with M85 (85% methanol and 15% gasoline by volume), E85 (85% ethanol that is produced from corn and 15% gasoline by volume), compressed natural gas, and liquefied petroleum gas. Long-term technologies, assumed to be available around the year 2010, include battery-powered electric vehicles, hybrid electric vehicles, vehicles fueled with E85 (ethanol produced from biomass), and fuel-cell vehicles fueled with hydrogen or methanol. The near-term technologies are found to have small to moderate effects on vehicle greenhouse gas emissions. On the other hand, the long-term technologies, especially those using renewable energy (such as biomass and solar energy), have great potential for reducing vehicle greenhouse gas emissions. In order to realize this greenhouse gas emission reduction potential, R and D efforts must continue on the long-term technology options so that they can compete successfully with conventional vehicle technology.
Date: May 20, 1997
Creator: Wang, M.Q.
Partner: UNT Libraries Government Documents Department

Applications and benefits of catalytic converter thermal management

Description: A catalytic converter thermal management system (TMS) using variable-conductance vacuum insulation and phase-change thermal storage can maintain the converter temperature above its operating temperature for many hours, allowing most trips to begin with minimal ``cold-start`` emissions. The latest converter TMS prototype was tested on a Ford Taurus (3.0 liter flex-fuel engine) at Southwest Research Institute. Following a 24-hour soak, the FTP-75 emissions were 0.031, 0.13, and 0.066 g/mile for NMHC, CO, and NOx, respectively. Tests were also run using 85% ethanol (E85), resulting in values of 0.005, 0.124, and 0.044 g/mile, and 0.005 g/mile NMOG. Compared to the baseline FTP levels, these values represent reductions of 84% to 96% for NMHC, NMOG, and CO.
Date: July 1, 1996
Creator: Burch, S.D.; Keyser, M.A.; Colucci, C.P.; Potter, T.F.; Benson, D.K. & Biel, J.P.
Partner: UNT Libraries Government Documents Department

Physical properties of gasoline/alcohol automotive fuels

Description: Non-petroleum derived alcohols are likely candidates for near-future use as alternative automotive fuels. Low molecular weight alcohols may be used alone or in combination with gasoline, but either usage presents its own unique set of advantages and disadvantages. This report addresses the physical property changes (both beneficial and detrimental) which occur when alcohols are added to gasoline as fuel extenders. The experimental data and discussion of results cover four physical property areas: water tolerance, vapor pressure, distillation characteristics, and octane quality. The alcohols include methanol, ethanol, n-propanol, i-butanol, and synthetic methyl fuel. Several additional alcohols were tested, but only as gasoline/methanol cosolvents. The major objective of the physical properties study was to determine the interdependency among the variables which are responsible for the significant property changes so that, where possible, gasoline/alcohol properties can be estimated from blend composition. Trends are also discussed in terms of the general influences of system variables.
Date: January 1, 1979
Creator: Cox, F W
Partner: UNT Libraries Government Documents Department

Project management for the reliability fleet testing of alcohol/gasoline blends. Monthly progress report, September 1979

Description: The report (1) provides a brief review of the project background, objectives, and approach, (2) presents the status of progress through September 30, 1979, and (3) summarizes the expenditure status. A summary of contractual task assignments is provided in Appendix A, and a history of principal reporting activities is provided in Appendix B.
Date: October 15, 1979
Partner: UNT Libraries Government Documents Department

[News Clip: Gas Station]

Description: Video footage from the KXAS-TV/NBC station in Fort Worth, Texas, to accompany a news story.
Date: June 4, 1980, 10:00 p.m.
Creator: KXAS-TV (Television station : Fort Worth, Tex.)
Partner: UNT Libraries Special Collections

The Energy Information Administration`s assessment of reformulated gasoline: An update

Description: This report (Part II) concludes a two part study of The Energy Information Administration`s (EIA) assessment of Reformulated Gasoline (RFG). The data contained herein updates EIA`s previous findings and analyses on reformulated gasoline as it affects the petroleum industry. The major findings of Part II have not changed considerably from Part I: Supplies of RFG are adequate to meet demand, but a tight supply-demand balance exists, leaving the RFG system with little ability to absorb unexpected supply or delivery system disruption. In December 1994, the estimated demand for RFG was 2.6 million barrels per day, with the production capability just meeting this demand. The study concludes that current prices for RFG are consistent with the costs underlying the product, and the difference in RFG and conventional gasoline indicates confidence in supply. The study also follows the impact of recent events such as: postponement of the Renewable Oxygenate Standard, the decision to require importers to use the U.S. average baseline for limiting emissions, the disruption of the Colonial Pipeline in Texas, and Pennsylvania`s request to opt-out of the RFG program.
Date: December 1, 1994
Partner: UNT Libraries Government Documents Department