WASTECON 2009: A Breath of Natural Gas
Highlighting WASTECON 2009 was the Presidential Keynote address by T. Boone Pickens, the 81-year-old author of the Pickens Plan, who bounded around the stage with the energy and enthusiasm of the Music Man, pointing out that we have trouble right here in the US spawned by our dependence on foreign oil.
Meanwhile, out on the exhibition floor, the notion of weaning waste vehicles from their traditional diesel diets was receiving more than casual attention from a variety of exhibitors representing components of such a process. Spearheaded by greenhouse gas and sustainability concerns and propelled forward by a variety of governmental sticks and carrots, the transition to alternatively fueled waste vehicles is gaining serious traction.
The leading contender among alternative fuels is natural gas, principally methane (CH4). Beyond its apparent blessing by the present administration and the large lobbying effort in its behalf, natural gas has other advantages: (1) It is plentiful in the US and throughout the world (a principal factor in long-term price stability); (2) its extraction, transport, and distribution infrastructure are well-established; (3) because it is composed primarily of gaseous hydrocarbons and because it has a slower flame speed, allowing for a more controlled combustion, it is relatively clean-burning; and (4) in addition to huge known and anticipated reserves in the US and throughout the world, it is “renewable” through natural and controlled processes.
While natural gas fuels 25% of the energy use in the US, only a small fraction (less than 1%) finds its way into the transportation sector, the bulk going to residential, industrial, and electric power generation in equal portions.
Though it is combustible in its ambient form, natural gas must he compressed or liquefied for efficient storage or transport. CNG is pipeline gas compressed to 3,600 psi for bulk storage. When methane is refrigerated to -260°F, it turns to liquid for high energy-density transport and storage. At atmospheric pressure, LNG occupies only one-six-hundredth the volume of natural gas in vapor form. A gasoline gas equivalent (GGE) equals about 1.5 gallons of LNG. A GGE is the amount of alternative fuel that contains the same amount of energy as a gallon of gasoline. A GGE equals about 5.7 pounds of CNG.
Because it must be kept at such cold temperatures, LNG is stored in double-wall, vacuum-insulated pressure vessels. Typically, LNG is passed through a heat exchanger, where it is returned to gas form prior to use in an engine.
Natural gas is usually sold by the therm (100,000 Btus, or roughly 85% of the 118,000 Btus found in a gallon of gasoline). Because of its relatively high ignition temperature (1,300°F versus 850°F for gasoline), its narrow combustion range (6%–16% concentration in air), and because it is lighter than air in its gaseous form, natural gas is considered a relatively safe fuel when compared with gasoline. Additionally, it is nontoxic.
A CNG-powered vehicle gets about the same fuel economy as a conventional gasoline vehicle on a GGE basis.
While the number of natural gas vehicles (NGVs) using CNG or LNG in operation worldwide comprises a minuscule portion of the total, all major sizes and classifications of vehicles are represented. Historically, NGVs have come about through retrofit of gasoline or diesel engines, and in neither case has the marriage been optimal, because of differences in the energy density, standard Btu rating, and burn-rate properties of the fuels. As engine manufacturers have turned their attention to the optimization of dedicated NGV engines, differences in performance have diminished dramatically.
Major stumbling blocks to the commercialization of NGVs lie in vehicle range and refueling infrastructure. Critical in mass-market applications, the problems are of less concern in a locally contained and controlled fleet environment such as MSW operations, where refueling can he scheduled and performed unattended during off-hours.
Generally called the Energy Bill, the two income tax credits that fleets may be eligible to obtain are: Income Tax Credit for Alternative Fuel Vehicle and Income Tax Credit for Alternative Fuel Infrastructure. Each Income Tax Credit provides an incentive for fleet managers to convert their vehicles to an alternative fuel motor vehicle.
Under The Energy Policy Act of 2005, a tax incentive is provided with the purchase of a Natural Gas Vehicle (NGV). The Income Tax Credit is equal to a portion of the incremental cost of an NGV vehicle. The applicable percentage available for a new alternative fuel vehicle is 50% of the allowable incremental cost if the vehicle is a dedicated alternative fuel vehicle. An additional 30% (80% total) of the allowable incremental cost if the new alternative fuel vehicle providing it has received a certificate that it meets the applicable emission standards
The incremental cost of any NGV is equal to the amount of the manufacturer’s suggested retail price of the natural gas vehicle over the price of a comparable diesel or gasoline motor vehicle.
As stated in the Energy Policy Act, there are limits to how much incremental cost will be allowed in each individual gross vehicle weight rating (GVW). They are:
- Light-duty vehicle (up to 8,500 pounds)—incremental cost up to $5,000 (eligible for up to 80% funding)
- Medium-duty vehicle (up to 14,000 pounds)—incremental cost up to $10,000 (eligible for up to 80% funding)
- Medium heavy-duty vehicle (up to 26,000 pounds)—incremental cost up to $25,000 (Eligible for up to 80% funding)
- Heavy-duty vehicle (over 26,000 pounds)—incremental cost up to $40,000 (eligible for up to 80% funding)
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Beyond these federal incentives are a host of state and local programs, too numerous and convoluted to list. The best sources for such information are the vehicle manufacturers and their local dealers.
Is there an NGV in your fleet’s future? A decade ago I’d have said, “maybe,” but to myself wondered, “but why?” Today, my answer would still be “maybe,” but beneath my breath, I’d say, “It’s worth your serious consideration.”
Author's Bio: John Trotti is the Editor of MSW Management magazine.
October 2009
WASTECON 2009: A Breath of Natural Gas
Highlighting WASTECON 2009 was the Presidential Keynote address by T. Boone Pickens, the 81-year-old author of the Pickens Plan, who bounded around the stage with the energy and enthusiasm of the Music Man, pointing out that we have trouble right here in the US spawned by our dependence on foreign oil.
Meanwhile, out on the exhibition floor, the notion of weaning waste vehicles from their traditional diesel diets was receiving more than casual attention from a variety of exhibitors representing components of such a process. Spearheaded by greenhouse gas and sustainability concerns and propelled forward by a variety of governmental sticks and carrots, the transition to alternatively fueled waste vehicles is gaining serious traction.
The leading contender among alternative fuels is natural gas, principally methane (CH4). Beyond its apparent blessing by the present administration and the large lobbying effort in its behalf, natural gas has other advantages: (1) It is plentiful in the US and throughout the world (a principal factor in long-term price stability); (2) its extraction, transport, and distribution infrastructure are well-established; (3) because it is composed primarily of gaseous hydrocarbons and because it has a slower flame speed, allowing for a more controlled combustion, it is relatively clean-burning; and (4) in addition to huge known and anticipated reserves in the US and throughout the world, it is “renewable” through natural and controlled processes.
While natural gas fuels 25% of the energy use in the US, only a small fraction (less than 1%) finds its way into the transportation sector, the bulk going to residential, industrial, and electric power generation in equal portions.
Though it is combustible in its ambient form, natural gas must he compressed or liquefied for efficient storage or transport. CNG is pipeline gas compressed to 3,600 psi for bulk storage. When methane is refrigerated to -260°F, it turns to liquid for high energy-density transport and storage. At atmospheric pressure, LNG occupies only one-six-hundredth the volume of natural gas in vapor form. A gasoline gas equivalent (GGE) equals about 1.5 gallons of LNG. A GGE is the amount of alternative fuel that contains the same amount of energy as a gallon of gasoline. A GGE equals about 5.7 pounds of CNG.
Because it must be kept at such cold temperatures, LNG is stored in double-wall, vacuum-insulated pressure vessels. Typically, LNG is passed through a heat exchanger, where it is returned to gas form prior to use in an engine.
Natural gas is usually sold by the therm (100,000 Btus, or roughly 85% of the 118,000 Btus found in a gallon of gasoline). Because of its relatively high ignition temperature (1,300°F versus 850°F for gasoline), its narrow combustion range (6%–16% concentration in air), and because it is lighter than air in its gaseous form, natural gas is considered a relatively safe fuel when compared with gasoline. Additionally, it is nontoxic.
A CNG-powered vehicle gets about the same fuel economy as a conventional gasoline vehicle on a GGE basis.
While the number of natural gas vehicles (NGVs) using CNG or LNG in operation worldwide comprises a minuscule portion of the total, all major sizes and classifications of vehicles are represented. Historically, NGVs have come about through retrofit of gasoline or diesel engines, and in neither case has the marriage been optimal, because of differences in the energy density, standard Btu rating, and burn-rate properties of the fuels. As engine manufacturers have turned their attention to the optimization of dedicated NGV engines, differences in performance have diminished dramatically.
Major stumbling blocks to the commercialization of NGVs lie in vehicle range and refueling infrastructure. Critical in mass-market applications, the problems are of less concern in a locally contained and controlled fleet environment such as MSW operations, where refueling can he scheduled and performed unattended during off-hours.
Generally called the Energy Bill, the two income tax credits that fleets may be eligible to obtain are: Income Tax Credit for Alternative Fuel Vehicle and Income Tax Credit for Alternative Fuel Infrastructure. Each Income Tax Credit provides an incentive for fleet managers to convert their vehicles to an alternative fuel motor vehicle.
Under The Energy Policy Act of 2005, a tax incentive is provided with the purchase of a Natural Gas Vehicle (NGV). The Income Tax Credit is equal to a portion of the incremental cost of an NGV vehicle. The applicable percentage available for a new alternative fuel vehicle is 50% of the allowable incremental cost if the vehicle is a dedicated alternative fuel vehicle. An additional 30% (80% total) of the allowable incremental cost if the new alternative fuel vehicle providing it has received a certificate that it meets the applicable emission standards
The incremental cost of any NGV is equal to the amount of the manufacturer’s suggested retail price of the natural gas vehicle over the price of a comparable diesel or gasoline motor vehicle.
As stated in the Energy Policy Act, there are limits to how much incremental cost will be allowed in each individual gross vehicle weight rating (GVW). They are:
- Light-duty vehicle (up to 8,500 pounds)—incremental cost up to $5,000 (eligible for up to 80% funding)
- Medium-duty vehicle (up to 14,000 pounds)—incremental cost up to $10,000 (eligible for up to 80% funding)
- Medium heavy-duty vehicle (up to 26,000 pounds)—incremental cost up to $25,000 (Eligible for up to 80% funding)
- Heavy-duty vehicle (over 26,000 pounds)—incremental cost up to $40,000 (eligible for up to 80% funding)
Beyond these federal incentives are a host of state and local programs, too numerous and convoluted to list. The best sources for such information are the vehicle manufacturers and their local dealers.
Is there an NGV in your fleet’s future? A decade ago I’d have said, “maybe,” but to myself wondered, “but why?” Today, my answer would still be “maybe,” but beneath my breath, I’d say, “It’s worth your serious consideration.”