Asunto(s)
Biocombustibles , Etanol , Efecto Invernadero , Vehículos a Motor , Emisiones de Vehículos/análisisRESUMEN
Petroleum fuels are predominantly transported domestically by pipelines, whereas biofuels are almost exclusively transported by rail, barge, and truck. As biofuel production increases, new pipelines may become economically attractive. Location-specific variables impacting pipeline viability include construction costs, availability and costs of alternative transportation modes, electricity prices and emissions (if priced), throughput, and subsurface temperature. When transporting alcohol or diesel-like fuels, pipelines have a lower direct energy intensity than rail, barge, and trucks if fluid velocity is under 1 m/s for 4-inch diameter pipelines and 2 m/s for 8-inch or larger pipelines. Across multiple hypothetical state-specific scenarios, profit-maximizing design velocities range from 1.2 to 1.9 m/s. In costs and GHG emissions, optimized pipelines outperform trucks in each state and rail and barge in most states, if projected throughput exceeds four billion liters/year. If emissions are priced, optimum design diameters typically increase to reduce pumping energy demands, increasing the cost-effectiveness of pipeline projects.
Asunto(s)
Contaminación del Aire/análisis , Biocombustibles/economía , Efecto Invernadero/economía , Emisiones de Vehículos/análisis , Costos y Análisis de Costo , Electricidad , Etanol/economía , Etanol/metabolismo , Políticas , Temperatura , Termodinámica , Transportes , IncertidumbreRESUMEN
From 1991 to 2009, U.S. production of ethanol increased 10-fold, largely due to government programs motivated by climate change, energy security, and economic development goals. As low-level ethanol-gasoline blends have not consistently outperformed ethanol-free gasoline in vehicle performance or tailpipe emissions, national-level economic and environmental goals could be accomplished more efficiently by concentrating consumption of gasoline containing 10% ethanol (i.e., E10) near producers to minimize freight activity. As the domestic transportation of ethanol increased 10-fold in metric ton-kilometers (t-km) from 2000 to 2009, the portion of t-km potentially justified by the E10 blend wall increased from less than 40% to 80%. However, we estimate 10 billion t-km took place annually from 2004 to 2009 for reasons other than the blend wall. This "unnecessary" transportation resulted in more than $240 million in freight costs, 90 million L of diesel consumption, 300,000 metric tons of CO(2)-e emissions, and 440 g of human intake of PM(2.5). By 2009, the marginal savings from enabling Iowa to surpass E10 would have exceeded 2.5 g CO(2)-e/MJ and $0.12/gallon of ethanol, as the next-closest customer was 1600 km away. The use of a national network model enables estimation of marginal transportation impacts from subnational policies, and benefits from policies encouraging concentrated consumption of renewable fuels.