Hydraulic Fracturing and Shale Gas Production: Technology, Impacts, and Policy
4/1/2013
Hydraulic fracturing is a key technique that has enabled the economic production of natural gas from shale deposits, or plays. The development of large-scale shale gas production is changing the U.S. energy market, generating expanded interest in the usage of natural gas in sectors such as electricity generation and transportation. At the same time, there is much uncertainty of the environmental implications of hydraulic fracturing and the rapid expansion of natural gas production from shale plays. The goal of this white paper is to explain the technologies involved in shale gas production, the potential impacts of shale gas production, and the practices and policies currently being developed and implemented to mitigate these impacts.
Authors: Clark, C.; Burnham, A.; Harto, C.; and Horner, R.
Transportation Energy Futures Series: Alternative Fuel Infrastructure Expansion: Costs, Resources, Production Capacity, and Retail Availability for Low-Carbon Scenarios.
4/1/2013
Achieving the Department of Energy target of an 80% reduction in greenhouse gas emissions by 2050 depends on transportation-related strategies combining technology innovation, market adoption, and changes in consumer behavior. This study examines expanding low-carbon transportation fuel infrastructure to achieve deep GHG emissions reductions, with an emphasis on fuel production facilities and retail components serving light-duty vehicles. Three distinct low-carbon fuel supply scenarios are examined: Portfolio: Successful deployment of a range of advanced vehicle and fuel technologies; Combustion: Market dominance by hybridized internal combustion engine vehicles fueled by advanced biofuels and natural gas; Electrification: Market dominance by electric drive vehicles in the LDV sector, including battery electric, plug-in hybrid, and fuel cell vehicles, that are fueled by low-carbon electricity and hydrogen. A range of possible low-carbon fuel demand outcomes are explored in terms of the scale and scope of infrastructure expansion requirements and evaluated based on fuel costs, energy resource utilization, fuel production infrastructure expansion, and retail infrastructure expansion for LDVs. This is one of a series of reports produced as a result of the Transportation Energy Futures (TEF) project, a Department of Energy-sponsored multi-agency project initiated to pinpoint underexplored transportation-related strategies for abating GHGs and reducing petroleum dependence.
Authors: Melaina, M. W.; Heath, G.; Sandor, D.; Steward, D.; Vimmerstedt, L.; Warner, E.; Webster, K. W.
Clean Cities Alternative Fuel Price Report, April, 2013
4/1/2013
The Clean Cities Alternative Fuel Price Report for April 2013 is a quarterly report on the prices of alternative fuels in the U.S. and their relation to gasoline and diesel prices. This issue describes prices that were gathered from Clean Cities coordinators and stakeholders between March 29, 2013 and April 12, 2013, and then averaged in order to determine regional price trends by fuel and variability in fuel price within regions and among regions. The prices collected for this report represent retail, at-the-pump sales prices for each fuel, including Federal and state motor fuel taxes.
Table 1 reports that the nationwide average price (all amounts are per gallon) for regular gasoline has increased 30 cents from $3.29 to $3.59; diesel has increased 3 cents from $3.96 to $3.99; CNG price is unchanged, remaining $2.10; ethanol (E85) has increase 13 cents from $3.17 to $3.30; propane has increased 5 cents from $2.68 to $2.73; and biodiesel (B20) has increased 6 cents from $4.05 to $4.11.
According to Table 2, CNG is about $1.49 less than gasoline on an energy-equivalent basis, while E85 is about $1.07 more than gasoline on an energy-equivalent basis.
Authors: Babcock, S.
Transportation Energy Futures Series: Projected Biomass Utilization for Fuels and Power in a Mature Market
3/1/2013
The viability of biomass as transportation fuel depends upon the allocation of limited resources for fuel, power, and products. By focusing on mature markets, this report identifies how biomass is projected to be most economically used in the long term and the implications for greenhouse gas (GHG) emissions and petroleum use. In order to better understand competition for biomass between these markets and the potential for biofuel as a market-scale alternative to petroleum-based fuels, this report presents results of a micro-economic analysis conducted using the Biomass Allocation and Supply Equilibrium (BASE) modeling tool. The findings indicate that biofuels can outcompete biopower for feedstocks in mature markets if research and development targets are met. The BASE tool was developed for this project to analyze the impact of multiple biomass demand areas on mature energy markets. The model includes domestic supply curves for lignocellulosic biomass resources, corn for ethanol and butanol production, soybeans for biodiesel, and algae for diesel. This is one of a series of reports produced as a result of the Transportation Energy Futures (TEF) project, a Department of Energy-sponsored multi-agency project initiated to pinpoint underexplored strategies for abating GHGs and reducing petroleum dependence related to transportation.
Authors: Ruth, M.; Mai, T.; Newes, E.; Aden, A.; Warner, E.; Uriarte, C.; Inman, D.; Simpkins, T.; Argo, A.
Transportation Energy Futures Series: Non-Cost Barriers to Consumer Adoption of New Light-Duty Vehicle Technologies
3/1/2013
Consumer preferences are key to the adoption of new vehicle technologies. Barriers to consumer adoption include price and other obstacles, such as limited driving range and charging infrastructure; unfamiliarity with the technology and uncertainty about direct benefits; limited makes and models with the technology; reputation or perception of the technology; standardization issues; and regulations. For each of these non-cost barriers, this report estimates an effective cost and summarizes underlying influences on consumer preferences, approximate magnitude and relative severity, and assesses potential actions, based on a comprehensive literature review. While the report concludes that non-cost barriers are significant, effective cost and potential market share are very uncertain. Policies and programs including opportunities for drivers to test drive advanced vehicles, general public outreach and information programs, incentives for providing charging and fueling infrastructure, and development of technology standards were examined for their ability to address barriers, but little quantitative data exists on the effectiveness of these measures. This is one in a series of reports produced as a result of the Transportation Energy Futures project, a Department of Energy-sponsored multi-agency effort to pinpoint underexplored strategies for reducing GHGs and petroleum dependence related to transportation.
Authors: Stephens, T.
Transportation Energy Futures Series: Vehicle Technology Deployment Pathways: An Examination of Timing and Investment Constraints
3/1/2013
Scenarios of new vehicle technology deployment serve various purposes; some will seek to establish plausibility. This report proposes two reality checks for scenarios: (1) implications of manufacturing constraints on timing of vehicle deployment and (2) investment decisions required to bring new vehicle technologies to market. An estimated timeline of 12 to more than 22 years from initial market introduction to saturation is supported by historical examples and based on the product development process. Researchers also consider the series of investment decisions to develop and build the vehicles and their associated fueling infrastructure. A proposed decision tree analysis structure could be used to systematically examine investors' decisions and the potential outcomes, including consideration of cash flow and return on investment. This method requires data or assumptions about capital cost, variable cost, revenue, timing, and probability of success/failure, and would result in a detailed consideration of the value proposition of large investments and long lead times. This is one of a series of reports produced as a result of the Transportation Energy Futures (TEF) project, a Department of Energy-sponsored multi-agency effort to pinpoint underexplored strategies for abating GHGs and reducing petroleum dependence related to transportation.
Authors: Plotkin, S.; Stephens, T.; McManus, W.
Clean Cities Alternative Fuel Price Report, January, 2013
2/1/2013
The Clean Cities Alternative Fuel Price Report for January 2013 is a quarterly report on the prices of alternative fuels in the U.S. and their relation to gasoline and diesel prices. This issue describes prices that were gathered from Clean Cities coordinators and stakeholders between January 10, 2013 and January 25, 2013, and then averaged in order to determine regional price trends by fuel and variability in fuel price within regions and among regions. The prices collected for this report represent retail, at-the-pump sales prices for each fuel, including Federal and state motor fuel taxes.
Table 1 reports that the nationwide average price (all amounts are per gallon) for regular gasoline has decreased 53 cents from $3.82 to $3.29; diesel has decreased 17 cents from $4.13 to $3.96; CNG price has decreased 2 cents from $2.12 to $2.10; ethanol (E85) has decreased 30 cents from $3.47 to $3.17; propane has increased 12 cents from $2.56 to $2.68; and biodiesel (B20) has decreased 13 cents from $4.18 to $4.05.
According to Table 2, CNG is about $1.19 less than gasoline on an energy-equivalent basis, while E85 is about $1.19 more than gasoline on an energy-equivalent basis.
Authors: Babcock, S.
Clean Cities 2013 Vehicle Buyer's Guide
2/1/2013
The expanding availability of alternative fuels and advanced vehicles makes it easier than ever to reduce petroleum use, cut emissions, and save on fuel costs. The Clean Cities 2013 Vehicle Buyer's Guide features a comprehensive list of model year 2013 vehicles that can run on ethanol, biodiesel, electricity, propane or natural gas.
Consumer Convenience and the Availability of Retail Stations as a Market Barrier for Alternative Fuel Vehicles, Preprint
1/1/2013
The availability of retail stations can be a significant barrier to the adoption of alternative fuel light-duty vehicles in household markets. This is especially the case during early market growth when retail stations are likely to be sparse and when vehicles are dedicated in the sense that they can only be fuelled with a new alternative fuel. For some bi-fuel vehicles, which can also fuel with conventional gasoline or diesel, limited availability will not necessarily limit vehicle sales but can limit fuel use. The impact of limited availability on vehicle purchase decisions is largely a function of geographic coverage and consumer perception. In this paper we review previous attempts to quantify the value of availability and present results from two studies that rely upon distinct methodologies. The first study relies upon stated preference data from a discrete choice survey and the second relies upon a station clustering algorithm and a rational actor value of time framework. Results from the two studies provide an estimate of the discrepancy between stated preference cost penalties and a lower bound on potential revealed cost penalties.
Authors: Melaina, M. Bremson, J., Solo, K
Notes: Presented at the 31st USAEE/IAEE North American Conference, Austin, Texas, November 4-7, 2012
Transitions to Alternative Vehicles and Fuels
1/1/2013
For a century, almost all light-duty vehicles (LDVs) have been powered by internal combustion engines (ICEs) operating on petroleum fuels. Energy security concerns over petroleum imports and the effect of greenhouse-gas (GHG) emissions on global climate are driving interest in alternatives. This report assesses the potential for reducing petroleum consumption and GHG emissions by 80% across the U.S. LDV fleet by 2050, relative to 2005. It examines the current capability and estimated future performance and costs for each vehicle type and non-petroleum-based fuel technology as options that could significantly contribute to these goals. By analyzing scenarios that combine various fuel and vehicle pathways, the report also identifies barriers to implementation of these technologies and suggests policies to achieve the desired reductions. Several scenarios are promising, but strong, effective, and sustained but adaptive policies such as research and development (R&D), subsidies, energy taxes, or regulations will be necessary to overcome barriers such as cost and consumer choice.
Model Year 2013: Alternative Fuel and Advanced Technology Vehicles
12/13/2012
The fact sheet details the model, vehicle type, emission class, transmission type/speeds, engine size, and fuel economy of a variety of flexible fuel vehicles, hybrid electric vehicles, all-electric, and extended range electric vehicles, as well as CNG vehicles.
Clean Cities 2011 Annual Metrics Report
12/1/2012
This annual report details the petroleum savings and vehicle emissions reductions achieved by the U.S. Department of Energy's Clean Cities program in 2011. The report also details other performance metrics, including the number of stakeholders in Clean Cities coalitions, outreach activities by coalitions and national laboratories, and alternative fuel vehicles deployed.
Authors: Johnson, C.
Clean Cities Alternative Fuel Price Report, October, 2012
11/1/2012
The Clean Cities Alternative Fuel Price Report for October 2012 is a quarterly report on the prices of alternative fuels in the U.S. and their relation to gasoline and diesel prices. This issue describes prices that were gathered from Clean Cities coordinators and stakeholders between September 28, 2012 and October 12, 2012, and then averaged in order to determine regional price trends by fuel and variability in fuel price within regions and among regions. The prices collected for this report represent retail, at-the-pump sales prices for each fuel, including Federal and state motor fuel taxes.
Table 1 reports that the nationwide average price (all amounts are per gallon) for regular gasoline has increased 30 cents from $3.52 to $3.82; diesel has increased 38 cents from $$3.75 to $4.13; CNG price has increased 7 cents from $2.05 to $2.12; ethanol (E85) has increased 23 cents from $3.24 to $3.47; propane has dropped 8 cents from $2.64 to $2.56; and biodiesel (B20) has increased 35 cents from $3.83 to $4.18.
According to Table 2, CNG is about $1.70 less than gasoline on an energy-equivalent basis, while E85 is about $1.09 more than gasoline on an energy-equivalent basis.
Authors: Babcock, S.
Clean Cities 2010 Annual Metrics Report
10/1/2012
Each year, the U.S. Department of Energy (DOE) asks Clean Cities coordinators to submit an annual report of their activities and accomplishments for the previous calendar year. Data and information are submitted to an online database that is maintained as part of the Alternative Fuels and Advanced Vehicles Data Center (AFDC) at the National Renewable Energy Laboratory (NREL). Coordinators submit a range of data that characterizes the membership, funding, projects, and activities of their coalitions. They also submit data about sales of alternative fuels, deployment of alternative fuel vehicles (AFVs) and hybrid electric vehicles (HEVs), idle reduction initiatives, fuel economy activities, and programs to reduce vehicle miles traveled (VMT). NREL analyzes the data and translates them into gasoline use reduction impacts, which are summarized in this report.
Authors: Johnson, C.