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Tampilkan postingan dengan label pickens. Tampilkan semua postingan
Tampilkan postingan dengan label pickens. Tampilkan semua postingan

Rabu, 13 April 2011

Still Not Worse Than Coal

At the end of last year I examined assertions by a professor from Cornell University, based on his unpublished paper, that leakage from natural gas production and transportation systems in the US resulted in lifecycle emissions for gas that were actually worse than those from coal. From what I saw at the time, I couldn't agree with his conclusions. Now Professor Howarth's paper is apparently about to be published, with a specific focus on shale gas. It has already been leaked via the New York Times and The Hill news site. After seeing the data and calculations supporting its claims, I am still not persuaded, though I would be quick to concede that the subject deserves a more thorough assessment by a body actually equipped to gather the necessary data and process it rigorously.

I don't make a habit of reviewing scientific papers, but this one begs for a critique, for two reasons. First, it's appearing in the middle of a crucial national debate on the potential risks of the techniques involved in unlocking the potentially game-changing shale gas resources that have been found in the US and elsewhere around the world. What better way to make those risks--which I believe to be entirely manageable--seem not worth taking than by portraying shale gas as having more adverse environmental consequences than the chief fuel its supporters see it displacing: coal. So at a minimum the paper demands careful scrutiny because of its potential significance to the debate surrounding the largest energy opportunity the US has uncovered in decades.

In addition, practically every paragraph includes an assumption, simplification or choice by the authors that tends to increase the calculated environmental impact of natural gas. Whether that's the result of bias or merely a series of judgment calls, it undermines confidence in the final conclusions at the same time it amplifies them. I'll focus on the most significant of these decisions and forgo the questioning of many individually less-important, though still cumulatively consequential details for others better equipped to tackle them.

Probably the most significant choice the authors made was to emphasize the global warming impact of methane (the main component of natural gas) over a 20-year period, in preference to than the more commonly used 100-year interval. Then they bypassed the established Global Warming Potential (GWP) factors from the UN IPCCC's Fourth Assessment Report to use much higher factors for methane from a 2009 paper published in Science. I'll leave the angels-on-a-pin debate over this to the climate scientists, but I don't believe you need a Ph.D. in atmospheric physics to understand that if the outcomes of climate change will truly be determined in the next 20 years, we are already cooked. The world can't get global emissions down by enough, fast enough, to solve the problem on that time scale, at least not without a global economic shock that would return hundreds of millions of people to poverty. So when I recalculated the paper's estimate on shale gas emissions, I did so using the consensus 100-year GWP for methane of 25--less than 1/4 of the one on which the paper's scariest results rely.

The other major choice the authors made was to ignore the downstream conversion of gas and coal into electricity. As lifecycle analysis, this earns a failing grade. It's like comparing the overall emissions of a Nissan Leaf and Ford Explorer by focusing only on what happens upstream of the battery charger and the fuel tank. The authors dismiss this by saying that "this does not greatly affect our overall conclusion". That's wrong, not least because it's precisely the comparison of how gas and coal actually compete with each other that matters most here.

On the basis of these two points alone, the paper's conclusions crumble, even with the inclusion of supposed methane leakage rates from shale gas production that would have any engineer worth his or her salt scrambling to redesign the equipment so as to capture so much valuable "lost and unaccounted for" output. So how do shale gas and coal compare, on a full lifecycle basis from well and mine to the power plant bus bar, if 3.6-7.9% of gas actually leaked out during well completion, processing, transportation, storage and distribution, as Dr. Howarth's paper suggests?

Let's start at the power plant and work backwards. A current combined-cycle gas turbine unit requires around 6,700 BTUs of gas to generate a kilowatt-hour (kWh) of electricity. At the rate of 117 lb. of CO2 emissions per million BTUs of gas burned, that yields power plant emissions of 0.78 lb/kWh. But that's on the basis of the gas that reaches the turbine's combustor. We have to gross up that result to account for the emissions that occurred upstream of the plant. At Howarth's estimated leakage midpoint of 5.75%, and using the standard 100-year GWP for methane compared to CO2 on a molar, rather than mass basis, that leakage would add an extra 55% of CO2-equivalent emissions from the well to the combustor, bringing the effective emissions from that combined-cycle plant up to 1.2 lb/kWh. For comparison, the most efficient coal-fired power plant I know of (without carbon capture and sequestration) emits about 1.75 lb/kWh. Only if we included inefficient, simple-cycle gas "peaker" units that don't normally compete with coal would the upstream emissions that Dr. Howarth posits result in lifecycle emissions from gas-fired power worse than the typical coal-fired generation emissions of around 2 lb/kWh. In other words, the gas-fired generation that actually competes with existing coal plants still appears to emit nearly 40% less GHGs than its coal competition, even assuming the shale gas leaks that Dr. Howarth and his contributors reported.

Although my analysis admittedly falls into the back-of-the-envelope category, I'm not sure that the Howarth, et al paper is many notches above that level, given its reliance on non-peer-reviewed sources and its references to irrelevancies like Soviet-era gas systems. All in all, it seems a shaky edifice on which to mount such provocative conclusions. Perhaps all the authors wanted to do was to highlight some areas for the gas industry to investigate further, in order to ensure that methane emissions are kept to a minimum as shale and other unconventional gas deposits are developed. Unfortunately, it seems all too likely that its headline findings will be touted by those who are determined to stop the shale gas revolution in its tracks, or at least delay it for long enough that its utility in addressing our pressing energy problems will be lost. I wonder what Mr. Pickens thinks about all this, given that legislation promoting his plan to convert portions of the US truck fleet to natural gas, which depends on abundant shale gas supplies, has finally attracted bi-partisan support, including from the White House.

Jumat, 23 Juli 2010

Pickens Plan, the Sequel

How can you not love T. Boone Pickens? Here's someone who made his fortune in oil, and now he's advising us to switch major parts of the US economy to wind and natural gas. And unlike some of the other concepts for taking a big bite out of our oil consumption, his current idea actually stands a chance of making a significant difference on a timescale of years, rather than decades. At the same time, however, Mr. Pickens has sometimes been a tad bit less than accurate with the numbers he uses to make his points. Remember those ads about the $700 billion per year we were sending overseas to buy oil? Even at its absolute peak in July 2008, reality was more like $500 billion, and the total for 2008 ended up around $385 billion, based on net imports and the average refiner acquisition cost for the year. That's hardly peanuts, but it's roughly half his cited figure. So let's take a look at the key numbers behind his proposal to convert long-distance trucking to natural gas. It's a great idea, though not quite as much of an economic slam-dunk as it might seem when he describes it.

I just finished reading the interview with Mr. Pickens in The American Spectator, published yesterday. The big shift in the Pickens Plan since the first time I examined it in detail is that he has switched his emphasis from using wind to free up natural gas to replace gasoline in cars, to using the abundant natural gas from our enormous shale gas reserves, which are already transforming the US gas and power markets, to replace diesel fuel in big-rig trucks. He is also in the process of lining up the legislative support to nudge this along much faster than market forces alone would. But does it make as much sense as he suggests when he talks about using $4.50 worth of natural gas to replace 7 gallons of diesel fuel at $3 per gallon?

Strictly in energy terms, that 7 gallons might even be a bit low. A million BTUs of gas (roughly 1,000 cubic feet or one MCF) would deliver as much energy to a truck as 7.8 gallons of diesel. And fundamentally, he's right that the recent price relationship between natural gas and crude oil makes gas a tremendous bargain, BTU for BTU. However, the prices he mentions in the Spectator interview constitute an apples vs. oranges comparison from both sides. Even if natural gas remained at a steady $4.50/MCF at the wellhead for the next 20 years, which seems unlikely despite the bounties of shale, that's not what you'd pay at the natural gas pump.

Start with the fact that it costs something to transport gas from the wellhead, wherever that might be, to market. Based on current pricing relationships, if gas starts out at $4.50, then by the time it's sold to a commercial account, which is probably how filling stations would be classified, it could cost as much as $9. And someone has to invest in the equipment to compress it to 3,000 or 3,600 psi and pump it into an 18-wheeler's tanks. Even with tax credits to help, a station owner will need to make a return on that investment, and some profit, too. Add another buck an MCF to cover that, and we're up to $10/MCF, which equates to $1.28/gal. of diesel. For a reality check on this, I took a look at cngprices.com, which shows the locations and pricing for stations selling compressed natural gas (CNG) for vehicles around the country, expressed in dollars per gasoline-equivalent-gallon (GGE). Prices range from roughly $1.25 to around $2, with a few outliers over $3. Since a GGE contains about 10% less energy than a gallon of diesel, you'd have to bump these prices up by about 10% to get the equivalent for a fair comparison.

Under $2 is still pretty cheap, but you shouldn't compare that to the $2.90/gal average retail price of diesel this week. The latter includes federal excise tax of $0.244/gal. and state excise and sales taxes that range from $0.08-0.49/gal. and average $0.281/gal. As best I can tell, CNG is taxed at the federal gasoline rate of $0.183/gal., while states seem to tax it to a much lesser extent than gasoline and diesel, as for example the $0.085/gal rate in Utah, compared to their state fuels tax of $0.245/gal. However, this is only viable as long as demand for CNG is tiny, relative to other fuels. If Mr. Pickens succeeds in displacing large quantities of diesel with CNG, then it will either need to carry a similar tax burden, or the lost revenues must be collected in some other fashion. If you strip out the taxes to get to an apples-to-apples price to compare diesel to CNG, it works out to around $2.50, give or take a dime or two, depending on location. So while CNG is still clearly cheaper than diesel, it's rarely $1/gal. cheaper on a truly comparable basis. This, together with conversion costs as high as the $65,000 per truck that Mr. Pickens cited, might explain why market forces alone haven't led to a rapid switch to CNG-fueled transport.

I've looked at the House bill containing the natural gas vehicle tax credits mentioned in the interview. It would cover as much as 80% of the incremental cost (over the diesel version) of a truck that can only burn CNG or LNG, up to $80,000, depending on weight. It would also extend the $0.50/GGE tax credit for CNG and LNG through 2027. These changes would drastically shorten the payout of an investment in a natural gas-powered truck, even if the per-gallon advantage of CNG appears to be somewhat less than Mr. Pickens suggests. That could move CNG into the truck-fuel market pretty quickly.

The remaining question is what the $7 billion investment Mr. Pickens wants the government to make in this proposition would buy us. He believes that converting the US heavy truck fleet to CNG would save 2.5 million bbl/day of diesel, or about two-thirds of the diesel and heating oil now sold in the US. That would have a much bigger impact on our oil imports than ethanol, although it's hardly an either/or proposition. I'm surprised that Mr. Pickens didn't go on to suggest that this benefit could be leveraged further by utilizing the resulting surplus diesel in diesel automobiles. Given their approximately 30% improvement in fuel economy vs. comparable gasoline vehicles, that could save an additional 750,000 bbl/day of gasoline, while reducing greenhouse gas emissions on those cars by about 20%. If you play all this out, then just under 5 trillion cubic feet per year of natural gas, or less than a quarter of current gas production, could save more than 3 million bbl/day of gasoline and diesel, or nearly a third of our net petroleum imports.

That sounds like a pretty good deal for $7 billion, though it could be made even better if the vehicle tax credits involved were converted into low-interest loans and loan guarantees, instead. If the main impediment to switching to gas is the up-front cost of natural gas conversions and the time involved in recouping that cost, then let's make it much easier for truckers to borrow the money for this purpose, and for banks to lend to them. Giving everyone taxpayer money to induce them to do what we want makes a lot more sense when the government has plenty of money to spend. With the US running large deficits and the private sector holding lots of cash earning next to nothing, we should use our tax dollars as efficiently as possible to achieve the same outcome. Otherwise, Mr. Pickens seems to be on to a sensible idea, and I wish him luck selling it.