THE AVAILABILITY OF NATURAL GAS RESERVES FOR AUTOMOTIVE FUEL

Case Studies on Transport Policy

2021

The future of internal combustion engine-powered automobiles hangs in the balance unless clean fuels are available in commercial quantities. Electricity-powered vehicles will displace the internal combustion engine-powered automobiles. However, electricity-powered vehicles are yet to meet some of the automobile demands. A paradigm shift with attendant infrastructural change is necessary for its adoption. Synthetic fuels promise to be the solution. Their invention dates back to the early twentieth century when the concern was not about climate change. The search for alternative fuels later metamorphosed to when fossil fuels reserve depletion and petroleum derivatives cost became a concern. The alternatives were made available in biofuels. The prevailing challenge is now climate change. It is the consequence of the emission of greenhouse gases from the combustion of petroleum derivatives in automobiles. Synthetic fuels show the potential of coming to the rescue despite the prevailing ...

AIMS Energy, 2014

There is recent interest for the utilisation of natural gas for empowering the internal combustion engines (ICE) of vehicles. The production of novel natural gas ICE for vehicles, as well as the conversion of existing gasoline fuelled ICE of vehicles to natural gas fuelled ICE are new technologies which require to be analysed and assessed. The objective of the present study is to examine the adaptation of natural gas as vehicle fuel and carry out a technical analysis and an economical feasibility analysis of the two types of ICE vehicles, namely gasoline and natural gas fuelled vehicles. The technical model uses the physical properties of the two fuels and the performance factors of internal combustion engines including brake thermal efficiency. The resulting exhaust gas emissions are also estimated by the technical model using combustion calculations which provide the expected levels of exhaust gas emissions. Based on the analysis with the technical model, comparisons of the two types of engines are performed. Furthermore, the estimated performance characteristics of the two types of engines, along with local statistical data on annual fuel imports and annual fuel consumption for transportation and data on the vehicles fleet for the case study of Cyprus are used as input in the economical model. For the base year 2013, data of natural gas price is also used in the economical model. The economical model estimates the capital cost, the carbon dioxide emissions avoidance of fines, the net present value and the internal rate of return of the investment of large scale adaptation of natural gas fuelled vehicles for the case study. From the results and comparisons, conclusions are drawn and recommendations are provided for the adaptation of natural gas vehicles which can provide improved performance with reduced pollutant emissions.

2005

The aim of this paper is to review the prospect for large-scale automotive fuel and feedstock options and draw some conclusions regarding short and medium-term policy. We are looking at 10-50 year perspective and a robust/flexible strategy based on carbonaceous feedstock that could act as a bridge supporting the long-term development of zero emitting fuel cell or electric vehicles but would not be dependent solely on a specific technical breakthrough. Due to mainly the technology path dependence and the low cost, fossil based fuels will dominate both the medium-term supply and the longterm development of alternatives. This will favor alternative fuels compatible both with fossil and renewable feedstock. Methane is identified as a possible bridge between what is short-term available and long-term possible. Gasification is another future key technology in this transition path that enables a relatively flexible transition to hydrogen, DME, methanol or even F-T fuels in the future. The long-term air quality and CO 2 reduction targets together with the cost development of advanced technologies will eventually determine whether future transport fuels will be based on solar or carbonaceous feedstock. 1 70 to 90 EJ/year reflects the most estimates. Generally, the transport sector uses about 22 to 25% of the worlds total energy use of ~370-400 EJ/year (IPPC 1996, IEA 2003).

Energies, 2018

Energy sustainability and environmental issues pose greater challenges on different primary energy sectors as the global energy demand increases and it is projected to further increase with an upsurge in population. On the other hand, energy sources from conventional fossil-based fuels are depleting, forcing explorations in challenging and difficult locations. As a result, the use of alternative fuels received dramatic consideration to substitute these conventional fuels, of which natural gas took the significant share. However, the share of natural-gas vehicles in the current vehicle market is quite small, and it is estimated to be below 5%. This paper reviews the current resource scenarios including proven and potential reserves, current production, and consumption, along with the fueling infrastructure, distribution, and storage. It also provides summary of the development of fuel-injection technologies aimed to enhance the performance of gas engines. More attention was also give...

Applied Sciences, 2020

We study here the urban use of electric vehicles (EVs), focusing on the electricity production for charging purposes. This work proposes an innovative charging scheme for EVs, by introducing a home-applied power station, consisting of a fuel cell combined with an internal reforming unit, which is fed by natural gas and can thus be directly connected to the already-established natural gas grid. We therefore overcome the barriers posed by hydrogen use (establishment of storage equipment, energy consumption for keeping high pressure, development of supply grid, etc.) while we eliminate the environmental impact, since no fossil fuels are required for electricity production. Furthermore, comparisons against EVs charged by grid and vehicles fueled by petrol, both subjected to urban everyday use, have been carried out here. Precisely, we financially compare the use of an EV charged directly through the national electric grid against our innovative power station. Both options are also compa...

Natural Resources Forum, 2001

Light duty vehicles, i.e. passenger cars and light trucks, account for approximately half of global transportation energy demand and, thus, a major share of carbon dioxide and other emissions from the transport sector. Energy consumption in the transport sector is expected to grow in the future, especially in developing countries. Cars with alternative powertrains to internal combustion engines (notably battery, hybrid and fuel-cell powertrains), in combination with potentially low carbon electricity or alternative fuels (notably hydrogen and methanol), can reduce energy demand by at least 50%, and carbon dioxide and regulated emissions much further. This article presents a comparative technical and economic assessment of promising future fuelhehicle combinations. There are several promising technologies but no obvious winners. However, the electric drivetrain is a common denominator in the alternative powertrains and continued cost reductions are important for widespread deployment in future vehicles. Development paths from current fossil fuel based systems to future carbon-neutral supply systems appear to be jlexible and a gradual phasing-in of new powertrains and carbon-neutral jluid fuels or electricity is technically possible. Technology development drivers and vehicle manufacturers are found mainly in industrialised countries, but developing countries represent a growing market and may have an increasingly important role in shaping the future.

Recent technological advances in processes for converting natural gas into liquid fuels, combined with a growing need for cleaner, low-sulfur distillate fuel to mitigate the environmental impacts of diesel engines have raised the possibility of a substantial global gas-to-liquids (G-T-L) industry. This report examines the implications of G-T-L supply for U.S. energy security and the environment. It appears that a G-T-L industry would increase competitiveness in world liquid fuels markets, even if OPEC states are major producers of G-T-L's. Cleaner G-T-L distillates would help reduce air pollution from diesel engines. Implications for greenhouse gas (GHG) emissions could be positive or negative, depending on the sources of natural gas, their alternative uses, and the degree of sequestration that can be achieved for CO 2 emissions produced during the conversion process. 1 Because EIA statistics on transportation petroleum use count gasoline blending stocks as petroleum regardless of actual origin, they tend to overestimate petroleum's share of total transportation energy. Natural gas converted into MTBE and ethanol blended in gasohol probably account for approximately two percent of transportation energy (U.S. DOT/BTS, 1997, p. 92).

Fuel and Energy Abstracts, 2011

Break-even distances a b s t r a c t

Energy Policy, 2015

We examined the NGV policies and implementation strategies in selected countries. The use of legislative mandates help deepen NGV penetration. Aligning stakeholder interest is critical to NGV adoption. Making national interest a priority ahead of regional infrastructure is a critical success factor. Government support drives participation.