Out of time: 50 years to make a transition, 210 years at the current rate

If transportation is to be electrified, then electric generation and the electric grid must be doubled, or even tripled. So by Cobb’s calculation, that would push back the transition time to renewables 420 to 630 years.  Alice Friedemann.

By Kurt Cobb, October 1, 2012. Christian Science Monitor.

The clunky, lagging transition to renewable energy

History suggests that it can take up to 50 years to replace an existing energy infrastructure, and we don’t have that long.

No doubt you’ve heard people speak of an energy transition from a fossil fuel-based society to one based on renewable energy–energy which by its very nature cannot run out. Here’s the short answer to why we need do it fast: climate change and fossil fuel depletion. And, here’s the short answer to why we’re way behind: History suggests that it can take up to 50 years to replace an existing energy infrastructure, and we don’t have that long.

Perhaps the most important thing that people don’t realize about building a renewable energy infrastructure is that most of the energy for building it will have to come from fossil fuels.

Currently, 84 percent of all the energy consumed worldwide is produced using fossil fuels–oil, natural gas and coal. Fossil fuels are therefore providing the lion’s share of power to the factories that make solar cells, wind turbines, geothermal equipment, hydroelectric generators, wave energy converters, and underwater tidal energy turbines.

Right now we are producing at or close to the maximum amount of energy we’ve ever produced from fossil fuels. But the emerging plateau in world oil production, concerns about the sustainability of coal production, and questionable claims about natural gas supplies are warnings that fossil fuels may not remain plentiful long enough to underwrite an uneven and loitering transition to a renewable energy society.

This is what’s been dubbed the rate-of-conversion problem. In a nutshell, is our rate of conversion away from fossil fuels fast enough so as to avoid an unexpected drop in total energy available to society? Will we be far enough along in that conversion when fossil fuel supplies begin to decline so that we won’t be forced into an energy austerity that could undermine the stability of our society?

The answer can’t be known. But the numbers are not reassuring. Based on data from the U.S. Energy Information Administration, it would take more than 70 years to replace the world’s current electrical generating capacity with renewables including hydroelectric, wind, solar, tidal, wave, geothermal, biomass and waste at the rate of installation seen from 2005 through 2009, the last years for which such data is available. And, that’s if worldwide generating capacity–which has been expanding at a 4 percent clip per year–is instead held steady.

This also doesn’t take into account the amount of energy actually produced versus what is called nameplate capacity. Nameplate capacity is what a wind generator could generate if it operated at maximum capacity 100 percent of the time. But in practice, the turbines are only spinning when the wind blows and then not always at the maximum speed. This so-called capacity factor was just 27 percent for wind farms in the United Kingdom from 2007 to 2011. For solar photovoltaic the number was 8.3 percent. Even hydroelectric stations ran at only about 35 percent of capacity. This compares to about 42 percent for conventional coal, 61 percent for natural gas, and 60 percent for nuclear power stations (PDF). The contrast is starker using U.S. numbers: 72 percent for coal and 91 percent for nuclear using 2008 figures, though natural gas was only 11 percent, probably because these were primarily plants that only come on to meet peak demand and so don’t run very often.

What this means is that installing two to three times our current nameplate capacity in the form of renewables may be required to replace existing fossil-fueled plants. So, the transition period would actually turn out to be longer than what I’ve calculated, perhaps 140 to 210 years using 2005 to 2009 installation figures.

Of course, installations of such renewables as wind and solar are accelerating. So, that would tend to shorten this longer transition period–as would leaving existing nuclear power capacity intact. But would we be able to shorten the transition period enough to head off declines in total energy production and prevent additional serious damage to the climate?

Of course, some would say that we need to expand nuclear power generation rapidly to meet these challenges. Whether you support such an expansion or not, there are three key problems. First, building enough nuclear power stations to replace fossil fuel-fired plants would be the largest construction project ever undertaken and require the use of enormous amounts of fossil fuels. Making the necessary concrete alone would be a large new contributor to greenhouse gas emissions. That means that the initial phase of a nuclear transition would actually increase the rate of fossil fuel emissions. The savings on fuel and emissions wouldn’t come until much later.

Second, after the Fukushima disaster, there doesn’t seem to be much appetite for such a buildout. I’ll be very surprised if nuclear power generation even maintains its current level in the next 20 years as Japan and Germany abandon nuclear power. Third, the timeline for such a buildout would be measured in decades, partly because of the sheer logistics involved and partly because of the brake that regulatory approvals put on such projects. Even new, cheaper and easier-to-build designs may not help if they cannot achieve the necessary regulatory approvals promptly. The history of such approvals is not encouraging. The safest thing a nuclear regulatory agency can do is say no.

I haven’t even touched on replacing the fuels which power our transportation system and provide heat for our buildings and industrial processes. Transportation offers an extraordinary challenge since 80 percent of all transportation fuel worldwide is still derived from petroleum. In the United States the number is 93 percent. Despite billions of dollars spent and decades of research, we still have no good substitutes that scale to the size necessary to replace petroleum for transportation fuel.

Biofuels offer little hope. Already the ethanol bubble has burst. Biofuels–today mainly ethanol and biodiesel–compete with food. There is simply not a limitless supply of suitable farmland, and so there will be competition with the demand for food until we find substitutes for the industry’s main feedstocks, namely corn, sugar and soybeans.

Beyond this the problem of scale is simply unsolvable. To supply the entire U.S. car fleet–assuming it could run on ethanol–we’d have to plant 1.8 billion acres in corn for ethanol continuously. There are only about 440 million acres in the United States in cultivation now. And, it’s worth noting that current methods of corn cultivation require the copious use of herbicides and pesticides made from oil; tractors and other vehicles that run on oil to plow, harvest and spray the fields as well as transport the crop; and natural gas-derived nitrogen fertilizers to boost growth and replenish depleted soil. Fossil fuels are currently integral to growing corn, and I cannot see the wisdom of growing organic corn for anything but food.

As for heat for buildings, certainly we could insulate and seal our existing buildings better. And, this points the way to achieving an energy transition within the time we need to achieve it. Since it will probably be impossible to scale renewable energy fast enough to a level sufficient to produce the amount of energy we use today, the one absolute necessity to a successful energy transition is reducing consumption drastically. No politician dares to say anything remotely approaching this. And yet, it would be the cheapest, fastest way to address the twin crises of fossil fuel depletion and climate change.

Now, when I say reduce, I mean on the order of 80 percent over the next 20 to 30 years. For Americans this may seem impossible until they contemplate that the average European lives on half the energy of the average American. So often we hope for technological breakthroughs that will give us all the clean energy we desire. But we ought to focus equally, if not more, on using our prowess to find ways to reduce our energy consumption drastically. This is actually the much easier road. When we are made conscious of our energy use, we can change our behavior quickly to modify it without compromising the quality of our lives. As more homes and businesses are given the means to monitor their energy use, the people in them will change to lower their consumption and costs.

Already we know how to build so-called passive design structures which can lower energy use by 80%. And, we desperately need to figure out how to apply these techniques cheaply and economically to existing homes and businesses. In transportation we need to stop thinking that cars equal transportation and instead realize that cars provide the service of transportation which can be obtained in a number of ways, many of which use much less energy.
We may also need to speed the energy transition in electric power generation using so-called feed-in tariffs. These tariffs–which harness the ingenuity of countless small producers–have enabled Germany to expand solar, wind and other alternatives so that they generate 25 percent of its electricity today. Germany, not a particularly sunny place, is currently the world’s top generator of solar electricity.

Of course, per person energy consumption in poor countries is only a small fraction of that in rich countries. We cannot expect the world’s poor to reduce their energy use by 80 percent. Instead, we must help them to move quickly beyond fossil fuels to renewable energy.

By simultaneously reducing consumption and encouraging a rapid buildout of renewable energy, it is possible that we could mitigate the problem of declining fossil fuel supplies before it becomes so acute that it would cripple that very build out. And, we could address climate change at the same time. Certainly, there are difficult problems to be solved with renewable energy, storage being the key one. Most renewable energy comes in the form of electricity, and since there is often a mismatch between the time we produce that electricity and the time we need it, we will have to master storage.

But we will need a lot less storage if we focus on reducing consumption. This is the one strategy which will allow us to overcome the rate-of-conversion problem and achieve an energy transition in far less time than we have in the past.

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Why You Should Love Trucks

truck-largesource: bitsandpieces1.blogspot.com

Preface. Before the age of fossil fuels, getting food, water, and shelter was simple. Nine out of ten people were self-sufficient farmers.

But now there are global 24/7 just-in-time supply chains that depend on trucks and other modes of transportation between us and what we need to survive.

Trucks carry 70% of all freight (by weight) an average of 206 miles.  Five million medium and heavy-duty trucks travel 329 billion miles to deliver all these goods (ORNL).

Over 80% of communities in the United States depend completely on trucks for all their goods (ATA).

This is a shame!  Trucks ruin roads, cause the most air pollution (75% of ghg), and waste the most energy by far. Rail is 4 times and ships up to 50 times more energy efficient than trucks (USDOE 2008, USDOT 2009, Notteboom, Tolliver).

Trucks can substitute for most other kinds of transportation, but the reverse isn’t true:

  • Few factories, warehouses, and businesses have direct rail, barge, or ship connections.
  • There are only 140,000 miles of freight rail tracks and 25,000 miles of commercially navigable waterways, but over 4 million miles of roads.
  • Even if cargo could go by rail or ship, the cost to transfer it on and off again, or the risk of delay to just-in-time delivery, often make energy-inefficient trucks the preferred mode
  • This means that even if some goods travel mainly by rail, ship, or barge, a truck is usually still needed to take the goods to and from the train yard and to the final destination.

Even a container arriving by ship and then rail will get on a truck three or more times:

  1. Sea port. Container is grabbed by a reach-stacker truck and loaded on a train
  2. Destination Train yard. Unloaded by a reach-stacker
  3. Loaded onto a truck for delivery to a regional distribution center or final store delivery
  4. Regional Distribution Center. Cargo consolidated for final delivery to local stores, and often transloaded to two smaller trucks if delivery in in a dense urban area.
truck-reachstacker-ctr-xferReach-stacker truck getting a container to load onto a truck or train

Most businesses are very dependent on trucks:

  • Trucks are a key part of the 24/7 just-in-time delivery system. Large grocery stores receive 10-15 truck shipments a day, assembly lines depend on regular deliveries of a wide range of parts from many suppliers within narrow time slots.  Manufacturers have little packaging material on hand because it’s bulky and low value.
  • Tax incentives and efficiency have driven businesses to keep as little inventory as possible and instead rely on frequent deliveries by trucks

Trucks fulfill our basic needs

Food.  Trucks carry 83% of all food.

Never in human history have so many people lived so far from where their food is grown. In the past this would have caused famine, but gasoline and diesel trains, ships, and trucks solved this unprecedented problem.

  • Two-thirds of food (by value) is grown in the inland states, but two-thirds of people live in coastal states (Atlantic, pacific, or gulf).
  • By food calories, 92% of corn, 90% of soybeans, 80% of wheat, and 71% of cattle are produced in inland states.

Of all the various kinds of supply chains, from farm to table, food is the most truck-dependent.

Water. Trucks deliver water purification chemicals to water treatment plants every week or two.

Energy.  Trucks deliver fuel to service stations every 2.4 days on average. Trucks also deliver fuel for trains, ships, and airplanes.

Health: Trucks keep pharmacies and hospitals stocked

Shelter: Trucks haul 92% of wood products and deliver materials to construction sites.  Cement must arrive within 1-2 hours.

Electricity. 39% of electricity is generated by coal, which is delivered by train (71%) and truck (14%).

The National Academy of Sciences (NAS) looked at 12  urban supply chains. I’ve broken out a few of them by each leg of the journey goods move to show  how important trucks are.

  • T This leg depends completely on trucks
  • t Trucks and other transport modes used
  • Trucks played no role

Alice Friedemann  www.energyskeptic.com  Author of Life After Fossil Fuels: A Reality Check on Alternative Energy; When Trucks Stop Running: Energy and the Future of Transportation”, Barriers to Making Algal Biofuels, & “Crunch! Whole Grain Artisan Chips and Crackers”.  Women in ecology  Podcasts: WGBH, Jore, Planet: Critical, Crazy Town, Collapse Chronicles, Derrick Jensen, Practical Prepping, Kunstler 253 &278, Peak Prosperity,  Index of best energyskeptic posts

Urban Wholesale Food Supply Chain Exhibit A-3

T         Multiple Warehouse Market. 18 Wheeler TRUCKS deliver food from airports, seaports, and regional vendors.

t           Multiple Warehouse Market. 18 Wheeler TRUCKS  and rail deliver food from extra regional vendors

T         Retail outlets & Institutions, Purveyors & Jobbers, Grocers & Restaurants. All of these businesses receive food from the Multiple Warehouse Market by 18 Wheeler TRUCKS and smaller TRUCKS & VANS

supply chain urban wholesale food

Supermarket Grocery Supply Chain Exhibit A-4

T          Regional Distribution Center. TRUCKS deliver food from External Suppliers

T          Local Distribution Center. TRUCKS deliver food from External Suppliers and Regional Distribution Center.

         Local Retail Stores. TRUCKS deliver food from External Suppliers and Local Distribution Center.

supply chain supermarket grocery

Farm to Table: The Dairy Supply Chain (USDA)

T          Farm. TRUCKS deliver 65% of feed for cows  

T          Milk Processing Plant. Milk is transported in insulated tanker TRUCKS (avg of 5,800 gallons traveling 500 miles round-trip).

T          Retail stores, schools. Packaged milk is distributed by refrigerated TRUCKS.

Gasoline and petroleum Supply Chain Exhibit 3-1

t           Refinery: Crude petroleum from overseas arrives by ship or barge, Domestic crude by pipeline, and increasingly by train or TRUCK (i.e. North Dakota fracked oil).

t           Tank Farm: Refined oil (i.e. diesel or gasoline) arrive by ship, barge, or pipeline, ethanol by train, and additives by TRUCK

T         Gas Station: Diesel and gasoline arrive by TRUCK

supply chain oil and diesel

Construction Materials (Cement) Supply Chain Exhibit 3-4

–           Regional Cement Consolidation Terminal. Raw materials (limestone, clay, aluminum & iron ore, gypsum powder, silica sand) arrive by train or barge from the Consolidated Cement plant.

t           Intermediate River Terminal. Raw materials (crushed stone, gravel, sand) arrive from a gravel pit by TRUCK or barge.

T         Many Metro Region Ready Mix Plants. TRUCKS deliver raw materials from the Terminals above to many ready mix plants.

T         Construction Sites (road, commercial, residential). Cement TRUCKS must reach these sites from local ready mix plants within one to two hours.

supply chain construction materials

 

supply chain big box retail

 

supply chain waste and recyclables

Next: When Trucks Stop Running, Civilization Stops Running.  

References

NAS National Academy of Sciences. 2012. NCFRP Report 14: Guidebook for Understanding Urban Goods Movement.

Notteboom, T. et al. 2009. Fuel surcharge practices of container shipping lines: Is it about cost recovery or revenue making?. Proceedings of the 2009 International Association of Maritime Economists (IAME) Conference, June, Copenhagen, Denmark

ORNL transportation energy data book Edition 31. July 2012. Oak Ridge National Laboratory.

Tolliver, D, et al. October 2013. Comparing rail fuel efficiency with truck and waterway. Transportation Research Part D: Transport and environment. volume 24:69-75.

USDA. 2010. National Agricultural statistics service, agricultural statistics board.

USDOE. U.S. Department of Energy. 2008. Transportation Energy Data Book. 2008.

USDOT. U.S. Department of Transportation. 2009. National Transportation Statistics.

APPENDIX.  WHAT IT IS LIKE TO BE A TRUCKER

If you want to know what it’s like to be a trucker, read “So You Want to be a Truck Driver (BigRig Training Book 1)”.  It sure isn’t for everyone!

April 14, 2011. Drilling for a solution: finding ways to curtail the crushing effect of high gas prices on small business. U.S. House of Representatives. Small Business Committee Document Number 112–011

Dick Pingel. I live in Plover, Wisconsin, and have been a small business trucker for the past 28 years. I am a member of Owner-Operators Independent Drivers Association and currently run a one-truck operation hauling food around the country. As you are most likely aware, O-O-I-D-A, or OOIDA as it is known in the trucking industry, is a national trade association representing the interests of small business trucking professionals and professional truck drivers. The more than 152,000 members of OOIDA are small business men and women in all 50 states who collectively own and operate more than 200,000 individual heavy- duty trucks. The majority of the trucking community in this country is made up of small businesses as 93 percent of all carriers have less than 20 trucks in their fleet and 78 percent of carriers have just 6 or fewer trucks. In fact, a one-truck operation such as me represents nearly half of the total number of federally registered motor carriers.

Assuming that the trucking industry exclusively moves about 70 percent of our nation’s goods and that just about all freight is moved by truck at some point in the supply chain, it is not hard to see that the costs and burdens that encumber small business truckers have an impact on our nation’s businesses and consumers. The cost of fuel is very often the largest operating expense with which small business truckers must contend. For folks like me, fuel costs can easily be 50 percent or more of our annual operating expenses. To give you some perspective, the average OOIDA member runs their truck about 120,000 miles or more each year while getting somewhere in the ballpark of only 7 miles per gallon. Most of us will be operating trucks equipped with either twin 135-gallon tanks or twin 150-gallon tanks, so we can easily see a bill of over 1,000 dollars when we fill up.

In addition to the fuel going into the tanks of my tractor, I use a trailer with a diesel-powered refrigerating unit to haul dairy products for producers in Wisconsin. Until recently, I could count on it costing about $50 to fill up my tank for the reefer unit. However, in recent months the cost to fill this tank has increased to more than $100. The additional money I am now spending on fuel for my truck and trailer once went into investing in other areas of my business, but now it must cover basic operating expenses. Every time I pull into a truck stop I hear similar stories,

The national average for diesel is now around $4.12 a gallon, with prices in some states approaching $4.50 per gallon. To put this into perspective, each time the price of a gallon of diesel fuel increases by a nickel, a trucker’s annual cost increases by $1,000. Diesel prices today are more than a dollar higher than they were this time last year, resulting in an enormous extra burden on small business truckers whose average annual income is less than $40,000.

Small business truckers operate in a hyper competitive market, so managing their number one expense is imperative for their survival. In our marketplace, we often see costs increase without any corresponding rate increases. As such, the only way to survive is to become more efficient in how one operates their truck. Small business truckers always drive with an eye towards saving fuel no matter what the price because our business survival depends on it. As small business truckers like myself know, reducing fuel costs is not a science, it is an art and one that we pride ourselves on being masters of.

On biofuels and natural gas for trucks:

some of the states mandated B5. And the problem that we ran into at that time was during the winter because biofuel has a tendency to gel up faster. So it is great during the summer. And as far as natural gas, the problem with natural gas is the range on my truck right now in miles per gallon is over 1,000 miles. You cannot carry enough natural gas to go that far, and the range on most of the natural gas trucks that I have seen is right around 300 miles. So you are stopping consistently more times.

 

Posted in Agriculture Infrastructure, Supply Chains, Transportation Infrastructure, Trucks | 4 Comments

Two-thirds of coal to power sector delivered by railroads

June 11, 2014  U.S. Energy Information Administration www.eia.gov

Railroad deliveries continue to provide the majority of coal shipments to the power sector

graph of coal shipments to the electric power sector by transit mode and year, as explained in the article text

Source: U.S. Energy Information Administration, Form EIA-923, Power Plant Operations Report
Note: Sum of components may not equal 100% because of independent rounding. Other includes Pipeline, Other Waterway, Great Lakes Barge, Tidewater Pier, and Coastal Ports. Data for 2013 are preliminary.
Note: Intermodal transit uses multiple modes of delivery. Intermodal rail includes some movement over railways, while intermodal nonrail signifies multiple modes that do not include railway.

In 2013, electric power generators consumed 858 million tons of coal, accounting for 93% of all coal consumed in the United States and 39% of electric power generation. Two-thirds of the coal (67%) was shipped either completely or in part by rail. The balance was moved by river barge (especially over the Mississippi and Ohio rivers and their tributaries), truck, and—for power plants located at the coal mine—by conveyor.

The coal transportation network is most densely concentrated in the eastern portion of the United States. This area contains many relatively small coal mines, most of the country’s coal-fired power plants, and also rail infrastructure and suitable waterways. In the western United States, coal mines are often large, and a small number of routes handle large amounts of coal.

The primary mode by which a power plant receives its coal is largely determined by its location and access to the rail system. River barge is the most cost-effective method of transporting large quantities of coal over long distances, but the option is limited to plants located on a suitable river. Transporting coal by rail is more expensive, but two related facts result in its dominant market share of transportation: first, the United States is covered by an extensive railway network; and second, coal is produced in a relatively few parts of the country—predominantly in the Powder River Basin (Wyoming and Montana), the Illinois Basin, and Central and Northern Appalachia—while it is consumed by power plants in 46 of the 48 contiguous states.

By the numbers—how many trains and how much coal?

To better comprehend the amount of coal that a power plant consumes, consider that the largest coal-fired plants in the country receive 1 or 2 unit trains of coal each day. Each train has approximately 115 cars, and each car carries an average of 116 tons of coal. Some plants receive more than 26,000 tons of coal in a single day.

After rail and river barge, the third most common method of receiving coal is by truck (10%). This method, however, is typically employed only by plants that are located relatively close to a coal mine because of the higher cost on a per-ton-mile basis. Those plants that are located directly at or very near a mine can also have their coal delivered by conveyor, but, taken together, truck, barge, and conveyor movements make up less than 30% of the coal shipments in the country.

The prominence of rail has not changed in recent years, although slight fluctuations occur as a result of changes in plant operators’ coal supply requirements. These changes are driven by a combination of factors, including recent and expected retirements of coal-fired generators, the installation of sulfur dioxide scrubbers at an increasing number of plants that widens the range of coals a plant may burn, changes in regional coal prices, and competition with natural gas and renewable energy. Although coal consumption in the electric power sector decreased by 18% from 2008 to 2013, and the number of coal-fired generators dropped from 1,445 to 1,285 units during that same period, the share of shipments made either exclusively by rail or with rail as the primary mode has remained effectively unchanged.

Between 2008 and 2013, the share of coal shipments made by river barge increased from 7% to 12%. In contrast, truck shipments fell from 12% to 10%, and shipments made by other modes (i.e., nonriver barge waterways, pipeline, tidewater piers, and coastal ports), fell from 7% to 1%. These changes occurred because many of the plants that received their coal by one of the other modes in 2008 either retired or shifted to another mode.

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Fuel economy improvements show diminishing returns in fuel savings

This means it’s unlikely we’ll turn over the vehicle fleet fast enough to make a difference in fuel consumption.  Which wouldn’t have happened anyhow due to Jevon’s paradox.

July 11, 2014

Fuel economy improvements show diminishing returns in fuel savings

graph of annual fuel savings and fuel cost savings by miles per gallon, as explained in the article text

Source: U.S. Energy Information Administration, Annual Energy Outlook 2014
Note: Calculations in graphic assume a fuel price of $3.50 per gallon and annual travel of 12,000 miles per vehicle.

Fuel costs, which depend on vehicle fuel economy, miles driven, and fuel price, are an important factor in vehicle purchasing decisions. However, fuel economy improvement exhibits diminishing returns in fuel savings. For example, switching from a 10-mile-per-gallon (mpg) vehicle to a 15-mpg vehicle saves more fuel and results in greater fuel cost savings than switching from a 25-mpg vehicle to a 75-mpg vehicle. The fuel and cost savings of improving fuel economy from 12 mpg to 15 mpg are the same as increasing from 30 mpg to 60 mpg.

Much of the reduction in fuel consumption and fuel cost comes from incremental fuel economy improvement at the relatively low fuel economy levels. For a consumer who drives 12,000 miles per year and pays $3.50 per gallon for gasoline, increasing fuel economy from 10 mpg to 11 mpg saves $382 in annual fuel cost and from 30 mpg from 31 mpg saves $45; raising fuel economy from 40 to 41 mpg saves just $26 and from 60 to 61 saves $11.

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EIA definition of Proved Reserves and Resources

July 17, 2014

Oil and natural gas resource categories reflect varying degrees of certainty

graph of oil and natural gas resource categories, as explained in the article text

Source: U.S. Energy Information Administration
Note: Resource categories are not drawn to scale relative to the actual size of each resource category. The graphic shown above is applicable only to oil and natural gas resources.

Crude oil and natural gas resources are the estimated oil and natural gas volumes that might be produced at some time in the future. The volumes of oil and natural gas that ultimately will be produced cannot be known ahead of time. Resource estimates change as extraction technologies improve, as markets evolve, and as oil and natural gas are produced. Consequently, the oil and gas industry, researchers, and government agencies spend considerable time and effort defining and quantifying oil and natural gas resources.

For many purposes, oil and natural gas resources are usefully classified into four categories:

  • Remaining oil and gas in-place (original oil and gas in-place minus cumulative production at a specific date)
  • Technically recoverable resources
  • Economically recoverable resources
  • Proved reserves

The oil and natural gas volumes reported for each resource category are estimates based on a combination of facts and assumptions regarding the geophysical characteristics of the rocks, the fluids trapped within those rocks, the capability of extraction technologies, and the prices received and costs paid to produce oil and natural gas. The uncertainty in estimated volumes declines across the resource categories (see figure above) based on the relative mix of facts and assumptions used to create these resource estimates. Oil and gas in-place estimates are based on fewer facts and more assumptions, while proved reserves are based mostly on facts and fewer assumptions.

Remaining oil and natural gas in-place (original oil and gas in-place minus cumulative production). The volume of oil and natural gas within a formation before the start of production is the original oil and gas in-place. As oil and natural gas are produced, the volumes that remain trapped within the rocks are the remaining oil and gas in-place, which has the largest volume and is the most uncertain of the four resource caetgories.

Technically recoverable resources. The next largest volume resource category is technically recoverable resources, which includes all the oil and gas that can be produced based on current technology, industry practice, and geologic knowledge. As technology develops, as industry practices improve, and as the understanding of the geology increases, the estimated volumes of technically recoverable resources also expand.

The geophysical characteristics of the rock (e.g., resistance to fluid flow) and the physical properties of the hydrocarbons (e.g., viscosity) prevent oil and gas extraction technology from producing 100% of the original oil and gas in-place.

Economically recoverable resources. The portion of technically recoverable resources that can be profitably produced is called economically recoverable oil and gas resources. The volume of economically recoverable resources is determined by both oil and natural gas prices and by the capital and operating costs that would be incurred during production. As oil and gas prices increase or decrease, the volume of the economically recoverable resources increases or decreases, respectively. Similarly, increasing or decreasing capital and operating costs result in econmically recoverable resource volumes shrinking or growing.

U.S. government agencies, including EIA, report estimates of technically recoverable resources (rather than economically recoverable resources) because any particular estimate of economically recoverable resources is tied to a specific set of prices and costs. This makes it difficult to compare estimates made by other parties using different price and cost assumptions. Also, because prices and costs can change over relatively short periods, an estimate of economically recoverable resources that is based on the prevailing prices and costs at a particular time can quickly become obsolete.

Proved reserves. The most certain oil and gas resource category, but with the smallest volume, is proved oil and gas reserves. Proved reserves are volumes of oil and natural gas that geologic and engineering data demonstrate with reasonable certainty to be recoverable in future years from known reservoirs under existing economic and operating conditions. Proved reserves generally increase when new production wells are drilled and decrease when existing wells are produced. Like economically recoverable resources, proved reserves shrink or grow as prices and costs change. The U.S. Securities and Exchange Commission regulates the reporting of company financial assets, including those proved oil and gas reserve assets reported by public oil and gas companies.

Each year EIA updates its report of proved U.S. oil and natural gas reserves and its estimates of unproved technically recoverable resources for shale gas, tight gas, and tight oil resources. These reserve and resource estimates are used in developing EIA’s Annual Energy Outlook projections for oil and natural gas production.

  • Unproved technically recoverable oil and gas resource estimates are reported in EIA’s Assumptions report of the Annual Energy Outlook. Unproved technically recoverable oil and gas resources equal total technically recoverable resources minus the proved oil and gas reserves.

Over time, oil and natural gas resource volumes are reclassified, going from one resource category into another category, as production technology develops and markets evolve.

Additional information regarding oil and natural gas resource categorization is available from the Society of Petroleum Engineers and the United Nations.

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Signs of Peakiness, oil companies are running out of cash

KeystoneNebraska_600px.jpg

Over 100 of the world’s largest energy companies are running out of cash. Photo of Keystone pipeline in Nebraska by Shannon Ramos. Creative Commons licensed.

Some of the summer’s biggest news stories took place in the bombed schools of Gaza, the abandoned hospitals of the Democratic Republic of Congo, the wheat fields of eastern Ukraine and the bloody mountains of northern Iraq.

But one of the most important made virtually no headlines at all, and seemed to only appear on the website of the U.S. Energy Information Administration.

Last July the government agency, which has collected mundane statistics on energy matters for decades, quietly revealed that 127 of the world’s largest oil and gas companies are running out of cash.

They are now spending more than they are earning. Profits have lagged as expenditures have risen. Overburdened by debt, these firms are selling assets.

The math is simple. The 127 firms generated $568 billion in cash from their operations during 2013-2014 while their expenses totalled $677 billion. To cover the difference of $110 billion, the energy giants increased their debt load or sold off assets.

Given that the gap between earned cash and spending stood at a modest $10 billion in 2010, that’s a significant change for the industry as well as the global economy it fuels.

Mining messy bitumen

The Energy Information Administration doesn’t explain why the world’s major hydrocarbon producers are now spending more and making less. But an August report by Carbon Tracker, a non-profit financial think-tank, provides some possible answers.

Most companies are now investing in high-cost and high-risk projects to mine difficult hydrocarbons such as bitumen or shale oil, according to Carbon Tracker. Hydraulic fracturing, the land equivalent of ocean bottom trawling, adds to the cost of oil, too.

It’s not only the firms deploing fracking that are racking up high debt loads. Chinese state-owned corporations, for example, plopped down $30 billion to develop junk crude in the oilsands over the last decade.

But with a few exceptions, none of the investments are making a good dollar return due to the difficult and costly nature of mining messy bitumen as well as problematic quality of the reserves, combined with huge cost overruns.

By Carbon Tracker’s calculation, bitumen remains the world’s most expensive hydrocarbon. The extraction of this fuel signals that business as usual is over, and mining of extreme hydrocarbons comes with extreme financial and political risks.

Cheap and easy days are over

The Chinese aren’t the only ones facing diminishing returns from high-cost projects in the oilsands.

Most of the world’s oil and gas firms are now pursuing extreme hydrocarbons because the cheap and easy stuff is gone. The high-carbon remainders include shale oil, oilsands, ultra deepwater oil and Arctic petroleum. (Industry now wants to frack the Northwest Territories, too.)

But given that oil demand in places like Europe, the United States and Japan is flattening or declining, many analysts don’t think that high-carbon, high-risk projects (which all need a $75 to $95 market price for oil to break even) make much economic sense in a carbon-constrained world.

“Our analysis demonstrates that a blind pursuit of reserve replacement at all costs or a focus on high expenditure regardless of returns could go against improving shareholder returns,” recently warned Carbon Tracker.

The capital costs for liquefied natural gas (LNG) terminals supplied by heavily fracked coal or shale fields is also rising. Highly complex LNG projects in Norway, Australia and Papua New Guinea have all experienced major cost overruns.

Goldman Sachs now reckons more than half of the oil companies listed on the stock market — are spending five times more than what they did in 2000 chasing extreme hydrocarbons. As a consequence they need an oil price of $120 a barrel to remain cash neutral in the future.

Spending more cash to get less energy has major implications for the global economy, a creature of oil. Whenever nations spend lots on oil, they record crazy exponential growth, like China. And whenever nations spend less on petroleum, like Europe and the U.S., there is stagnation.

Oil’s slavish hold

To explain oil’s slavish hold on the global economy, the Russian physicists Victor Gorshkov and Anastassia M. Makarieva employ a useful metaphor.

Imagine a town of 100 people. Ten own the air, the oil of the modern economy, and they force everyone else to pay to breathe. The other 90 work hard and give the air owners about 10 per cent of their production.

Whenever the price of air goes up quickly (and the cost of extracting oil has increased substantially in the last decade — about 12 per cent a year), then economic growth slows to a crawl. The air owners have killed the growth potential of the workers.

Sooner or later the owners of the air realize they have to lower the price. “As the air price goes down, the workers feel better…. This, in short, is the scenario of the global economic crisis, how it starts and how it develops,” explains Gorshkov and Makarieva. “Curiously, none of the economic analysts relate the world crisis to the abnormally high oil prices that preceded it.”

But diminished returns from extreme hydrocarbons will do more than slow down productivity and increase price volatility. They will impose lasting and material adjustments on all of us.

In addition to seeing fewer vehicles on the road (a startling U.S. reality already), we shall also see lower wages (except in the hydrocarbon industry), rising food prices, rising personal debt loads, increased demands on governments increasingly short of revenue, explosive inequalities in wealth and rising political conflict.

Our new narrative

We shall also see more of what the U.S. Energy Information Administration dutifully recorded: soaring debt loads to support massive energy sprawl. That means industry will spend more good money chasing poor quality resources. They will inefficiently mine and frack ever larger land bases at higher environmental costs for lower energy returns.

Combined with its twin brother, climate change, this is the great energy narrative that will shape our destiny in the years to come.

Marion King Hubbert, a Shell geologist, predicted this development decades ago and presented the cultural conundrum clearly: “During the last two centuries we have known nothing but an exponential growth culture, a culture so dependent upon the continuance of exponential growth for its stability that is incapable of reckoning with problems of non-growth.”

But why would such a radical development be news in the dog days of summer?

Posted in Debt, Energy Markets, Peak Oil | 1 Comment

Navy claims that fuel can be made from seawater

It must take more energy to break the bonds of water, extract CO2, and recombine into usable fuel than you will ever get out of fuel so produced.  We’ve known for a long time how to split hydrogen from water. But we don’t do that because it takes so much energy to do it that it’s not worth it, which is why 96% of hydrogen comes from natural gas, so this must be a very energy intensive process.

Nor has the Navy hasn’t overturned the laws of physics. Defense One writes that it takes twice as much electricity to convert the water into fuel components as the process yields in terms of power.  The potential energy in the synthetic fuel is much lower than the energy inputs needed to make it.

The EROI of the process is certainly negative – more energy will be used to create the synfuel than what it contains.  Even if the plan is to use nuclear power, then the energy to mine, process, and deliver new nuclear fuel to keep this process going must be subtracted from the overall EROI, not the mention the ship itself, the metal that made the ship and nuclear reactor, and so on.

And is building a bunch of ships with nuclear reactors on board really a good idea? These would be sitting duck floating bombs, tempting terrorist or war targets.

Overly excited non-science writers have made it sound like this will solve Peak oil, but as Mark Draughn at windypundit writes in “Not Quite the End of Big Oil”, that is not the case:

The Navy $3 to $6 per gallon price is the expected price once the process is industrialized. We’re not there yet.

This won’t lead to energy independence for the United States because this is not a new energy source. It’s a process for extracting hydrogen and carbon dioxide from the ocean and “un-burning” them to create a hydrocarbon fuel. However, the principle of conservation of energy tells us that if a fuel produces energy when burned, then the process of creating the fuel must consume energy. Ultimately you can’t get any more energy out of a fuel than you put into creating it, and in practice you’ll get somewhat less, due to inefficiencies in the process.

This will not overthrow big oil because if you have to put energy in to get energy out, then what you’re describing is really an energy storage system, not an energy source. The energy that you put into the storage system still has to come from somewhere else. We could use electrical power to synthesize fuel, but that electrical power still has to be generated, and here in the U.S., over 80% of our energy comes from fossil fuels, and almost half of that is from oil.

Switching our transportation system to use electrical energy would be difficult, because the elements of our transportation system — cars, trucks, trains, planes, ships — all have to carry their energy sources around with them, which means they need an energy source that is portable. More to the point, most modes of transportation require an energy source that is lightweight, which means they must use a storage medium that has a high energy density — that stores a lot of energy per pound of added weight.

Willmott, D. Dec 16, 2014.  Fuel from Seawater? What’s the Catch? Smithsonian.

Scientists at the U.S. Naval Research Laboratory have demonstrated the ability to recover carbon dioxide and hydrogen from seawater and turn it into a liquid hydrocarbon fuel—the kind of stuff that can power a jet engine.

Using a proprietary electrochemical device, researchers were able to pull carbon dioxide from the water, get hydrogen as a byproduct, and then bounce the two gases off each other to manufacture the liquid fuel. The scientists say they can pull about 97 percent of the dissolved carbon dioxide from the water and convert about 60 percent of the extracted gases into hydrocarbons that can be made into fuel

So what’s the catch? Well, there are many.

First, carbon dioxide concentration in seawater is about 100 milligrams per liter. That’s 140 times greater than that of air, but still not very much in real terms. One report calculates that you’d have to process close to nine million cubic meters of water to make 100,000 gallons of fuel, and that’s assuming 100 percent efficiency. Assume far less efficiency, and you have to assume much more water. And the more water you process, the more plankton and other little critters you remove from the food chain—with potentially catastrophic results for marine life.

Secondly, you’d have to pump all that water into the conversion machine using some form of energy, and if the ship uses fuel to make the electricity to do the conversion job, then the whole process would be pointless. So the conversion would need to take place on a nuclear-powered aircraft carrier.

Then, if 60 percent of the gas is converted, what happens to the other 40 percent, including the 25 percent that becomes environmentally unfriendly methane?

And doesn’t flying jets simply put the carbon back into the atmosphere?

Posted in Far Out, Nuclear Power Energy | Tagged , | Comments Off on Navy claims that fuel can be made from seawater

Revolutionary understanding of phsics needed to improve batteries – don’t hold your breath

What this Department of Energy document shows is that we can’t make the necessary REVOLUTIONARY breakthroughs to electrify cars until we understand the physics of batteries, and points out that “battery technology has not changed substantially in nearly 200 years.” page 3.

It’s how scientists like to say “don’t hold your breath” in as understated a way as possible.  Laws of physics?  That should have exclamation points.  And it sounds very expensive…

These are just a few of the challenges batteries and other kinds of electrical energy storage (EES) face.  I ran out of steam extracting them by page 35.

“Basic Research Needs for Electrical Energy Storage”. Report of the Basic Energy Sciences Workshop on Electrical Energy Storage April 2-4, 2007. Office of Science, U.S. Department Of Energy. http://www.sc.doe.gov/BES/reports/files/EES_rpt.pdf

What Is a Battery?

A battery contains one or more electrochemical cells; these may be connected in series or parallel to provide the desired voltage and power. The anode is the electro-positive electrode from which electrons are generated to do external work. In a lithium cell, the anode contains lithium, commonly held within graphite in the well-known lithium-ion batteries. The cathode is the electronegative electrode to which positive ions migrate inside the cell and electrons migrate through the external electrical circuit. The electrolyte allows the flow of positive ions, for example lithium ions, from one electrode to another. It allows the flow only of ions and not of electrons. The electrolyte is commonly a liquid solution containing a salt dissolved in a solvent. The electrolyte must be stable in the presence of both electrodes. The current collectors allow the transport of electrons to and from the electrodes. They are typically metals and must not react with the electrode materials. Typically, copper is used for the anode and aluminum for the cathode (the lighterweight aluminum reacts with lithium and therefore cannot be used for lithium-based anodes). The cell voltage is determined by the energy of the chemical reaction occurring in the cell. The anode and cathode are, in practice, complex composites. They contain, besides the active material, polymeric binders to hold the powder structure together and conductive diluents such as carbon black to give the whole structure electronic conductivity so that electrons can be transported to the active material. In addition these components are combined so as to leave sufficient porosity to allow the liquid electrolyte to penetrate the powder structure and the ions to reach the reacting sites.

Fundamental Challenges

Batteries are inherently complex and virtually living systems—their electrochemistry, phase transformations, and transport processes vary not only during cycling but often also throughout their lifetime. Although they are often viewed as simple for consumers to use, their successful operation relies on a series of complex, interrelated mechanisms involving thermodynamic instability in many parts of the charge-discharge cycle and the formation of metastable phases. The requirements for long-term stability are extremely stringent and necessitate control of the chemical and physical processes over a wide variety of temporal and structural length scales.

A battery system involves interactions among various states of matter—crystalline and amorphous solids, polymers, and organic liquids, among others (see sidebar “What Is a Battery?”). Some components, such as the electrodes and electrolytes, are considered electrochemically active; others, such as the conductive additives, binders, current collectors and separators, are used mainly to maintain the electrode’s electronic and mechanical integrity. Yet all of these components contribute to battery function and interact with one another, contributing to a convoluted system of interrelated reactions and physico-chemical processes that can manifest themselves indirectly via a large variety of symptoms and phenomena.

To provide the major breakthroughs needed to address future technology requirements, a fundamental understanding of the chemical and physical processes that occur in these complex systems must be obtained. New analytical and computational methods and experimental strategies are required to study the properties of the individual components and their interfaces. An interdisciplinary effort is required that brings together chemists, materials scientists, and physicists. This is particularly important for a fundamental understanding of processes at the electrode-electrolyte interface.

The largest and most critical knowledge gaps exist in the basic understanding of the mechanisms and kinetics of the elementary steps that occur during battery operation. These processes—which include charge transfer phenomena, charge carrier and mass transport in the bulk of the materials and across interfaces, and structural changes and phase transitions— determine the main parameters of the entire EES system: energy density, charge-discharge rate, lifetime, and safety. For example, understanding structure and reactivity at hidden or buried interfaces is particularly important for understanding battery performance and failure modes. These interfaces may include a reaction front moving through a particle in a twophase reaction; an interface between the conducting matrix (e.g., carbon), the binder, or the solid electrolyte interphase (SEI) (see PRD “Rational Design of Interfaces and Interphases”) and the electrode material; or a dislocation originally present in the material or caused by electrochemical cycling (Figure 2). New analytical tools are needed to allow monitoring of a reaction front moving through a particle in a two-phase reaction (Figure 1, ii) in real time, and to image concentration gradients and heterogeneity in these complex systems. A detailed, molecular-level understanding is needed of the mechanism by which an ion intercalates or reacts at the liquid-solid interface or at the gas-solid interface, depending on the type of battery being studied.

Further, an understanding is needed of how these mechanisms vary with surface and bulk structure, particle morphology, and electronic properties of the solid for both intercalation and conversion reactions. Also important is the ability to correlate the structure of the interface with its reactivity, to bridge the gap between localized ultrafast phenomena that occur at the Å–micron length scale and the macroscopic long-term behavior of the battery system. Gaining insight into the nature of these processes is key to designing novel materials and chemistries for the next generation of chemical EES devices. Recent advances in nanoscience, analytical techniques, and computational modeling present unprecedented opportunities to solve technical bottlenecks. New synthetic approaches can allow the design of materials with exquisite control of chemical and physical processes at the atomic and molecular levels. Development of in situ methods and even multi-technique probes that push the limits of both spatial and temporal resolution can provide detailed insight into these processes and relate them to electrode structure. New computational tools, which can be employed to model complex battery systems and can couple with experimental techniques both to feed data into modeling and to use modeling/theory to help interpret experimental data, are critically important.

The Potential of nano-science

The lack of a fundamental understanding of how thermodynamic properties, such as phase co-existence, change at the nanoscale is in stark contrast to the wealth of information available on the novel electronic, optical, and magnetic properties of nanomaterials. While the latter properties typically arise from the interaction of the electronic structure with the boundary conditions (e.g., electron confinement and/or localization), purely energetic properties and thermodynamic behavior change in a less transparent way at the nanoscale.

Many fundamental questions remain to be answered. For example, are the differences in the electrochemical properties of bulk and nanosize electrode materials simply due to the higher concentrations of different surfaces available for intercalation, or are the electronic properties of the nanomaterials significantly different? Are surface structures at the nanoscale significantly different from those in the bulk or are the improved properties simply a transport effect? At the nanoscale, can we conceptually separate pseudocapacitive from storage reactions? Can we develop general rules and, if so, how widely do we expect them to apply? How are ionic and electronic transport processes coupled in complex heterogeneous nanostructured materials? The ability to modify the properties of materials by treating size and shape as new variables presents great opportunities for designing new classes of materials for EES.

It is imperative to explore how the different properties of nanoparticles and their composites can be used to increase the power and energy efficiency of battery systems. A tremendous opportunity exists to exploit nanoscale phenomena to design new chemistries and even whole new electrode and electrolyte architectures—from nanoporous mesoscopic structures to three-dimensional electrodes with active and passive multifunctional components interconnected within architectures that offer superior energy storage capacity, fast kinetics and enhanced mass transport, and mechanical integrity. To do so, we need to be able to control chemistries and assembly processes. Furthermore, low-cost, high-volume synthesis and fabrication techniques and nanocomposites with improved safety characteristics must be designed, to satisfy requirements for large-scale manufacturing of nanostructure materials and for their use in practical battery systems.

New Capabilities in Computation and Analysis

Although clever engineering can address some inherent problems with a particular battery chemistry, dramatic improvements in performance will ultimately come from the development of different electrode and electrolyte materials. New computational and analysis tools are needed to realize significant breakthroughs in these areas. For example, new analytical tools will provide an understanding of how the phase behavior and electrochemical properties of materials are modified at the atomic level. With this information, computational tools will expedite the design of materials with structures and architectures tailored for specific performance characteristics. It is now possible to predict many properties of materials before attempting to synthesize and test them (see Appendix B, “Probing Electrical Energy Storage Chemistry And Physics Over Broad Time And Length Scales,” for further details), and expanded computational capabilities specific to chemical energy storage are a critical need. New capabilities in modeling and simulation could help unravel the complex processes involved in charge transport across the electrode-electrolyte interface and identify underlying reactions that cause capacity degradation.

Tremendous opportunities exist to develop and apply novel experimental methodologies with increased spatial, energy, and temporal resolution. These could answer a wide range of fundamental questions in chemical electrical storage, identifying and providing ways to overcome some of the barriers in this field. In particular, techniques that combine higher resolution imaging, fast spectroscopic tools, and improved electrochemical probes will enable researchers to unravel the complex processes that occur at electrodes, electrolytes, and interfaces.

CAPACITIVE ENERGY STORAGE

Abstract

To realize the full potential of electrochemical capacitors (ECs) as electrical energy storage (EES) devices, new materials and chemical processes are needed to improve their charge storage capabilities by increasing both their energy and their power densities. Incremental changes in existing technologies will not produce the breakthroughs needed to realize these improvements. Rather, a fundamental understanding of the physical and chemical processes that take place in the EC—including the electrodes, the electrolytes, and especially their interfaces—is needed to design revolutionary concepts. For example, new strategies in which EC materials simultaneously exploit multiple charge storage mechanisms need to be identified. Charge storage mechanisms need to be understood to enable the design of new materials for pseudocapacitors and hybrid devices. There is a need for new electrolytes that have high ionic conductivity in combination with wide electrochemical, chemical, and thermal stability; are non-toxic, biodegradable, and/or renewable; can be immobilized; and can be produced from sustainable sources. New continuum, atomistic, and quantum mechanical models are needed to understand solvents and ions in pores, predict new material chemistries and architectures, and discover new physical phenomena at the electrochemical interfaces. From fundamental science, novel energy storage mechanisms can be designed into new materials. With these breakthroughs, ECs have the potential to emerge as an important energy storage technology in the future.

FUNDAMENTAL CHALLENGES

Little is known about the physico-chemical consequences of nanoscale dimensions (see sidebar “Correlation Between Pore Size, Ion Size, and Specific Capacitance”). Further, it is necessary to understand how various factors—such as pore size, surface area, and surface chemistry— affect the performance of ECs. This knowledge can be used to design nanostructured materials with optimized architectures that could yield dramatic improvements in current capabilities in energy and power. Novel electrolyte systems that operate at higher voltages and have higher room-temperature conductivity are critically needed for the next generation of ECs. Fundamentals of solvation dynamics, molecular interactions at interfaces, and ion transport must be better understood to tailor electrolytes for optimal performance. Exciting opportunities exist for creating multifunctional electrolytes that scavenge impurities and exhibit self-healing. A potential bridge between ECs and batteries is combining a batterytype electrode with a capacitor-type electrode in so-called hybrid or asymmetric ECs.6 This approach needs to be better understood at the fundamental level so that it enables the tailoring of energy density without compromising power density. In situ characterization of the electrolyte/electrode interface during charging/discharging at molecular and atomic levels is critical to understanding the fundamental processes in capacitive energy storage. This will require the development of new experimental techniques that combine measurement and imaging, including so-called chemical imaging, where chemical information can be obtained at high spatial resolution. In addition, new computational capabilities can allow modeling of active materials, electrolytes, and electrochemical processes at the nanoscale and across broad length and time scales. These models will assist in the discovery of new materials and the performance evaluation of new system designs.

Background and Motivation
A chemical energy storage system (battery) is inherently complex, consisting of a cathode, an
electrolyte, and an anode (see sidebar “What is a Battery?” on page 11). Any future system
must be designed to include a number of essential characteristics, including
• high energy density;
• sufficient power achieved through holistic design of the storage materials, supporting
components, and device construction;
• electrochemical and materials stability to ensure long lifetimes;
• practical materials synthesis and device fabrication approaches;
• reasonable cost; and
• optimized safe operation and manageable toxicity and environmental effects.
Future chemical energy storage applications, ranging from portable consumer products to
hybrid and plug-in electric vehicles to electrical distribution load-leveling, require years to
decades of deep discharge with subsequent recharging (charge-discharge cycles). This level
of use must occur with minimal loss of performance so that the same capacity is available on
every discharge (i.e., with minimal capacity fade). The necessity of ensuring stable cycle-life
response has restricted the number of electrons that can be transferred in any given discharge
or charge reaction, thereby limiting the utilization of the electrodes and the amount of energy
that could be available from the batteries.
This restriction in battery operation is driven by the fact that deep, but thermodynamically
allowable, discharge reactions usually drive the electrodes toward physical and chemical
conditions that cannot be fully reversed upon charging. The extent to which the physical and
chemical properties of electrode materials change during electrochemical cycling is
dependent on the battery’s chemistry. For example, during charge-discharge, the electrode
materials can undergo damaging structural changes. They can fracture, resulting in the loss of
electronic contact, and they can dissolve in the electrolyte, thereby lowering the cycling
efficiency and delivered energy of the batteries.

I’m amazed you got this far.  This is just page 35 of 186 pages, go read the rest online if your eyes haven’t glazed over yet!

Posted in Batteries | Comments Off on Revolutionary understanding of phsics needed to improve batteries – don’t hold your breath

United States Energy: Frequently Asked Questions (FAQ)

United States Energy Information Administration FAQ

Coal

Conversion & Equivalents

Crude Oil

Diesel

Electricity

Environment

Gasoline

General Energy

Natural Gas

Nuclear

Prices

Renewables

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Electricity Energy Information Administration (EIA) Frequently Asked Questions

Energy Information Administration (EIA) Frequently Asked Questions about Electricity

n 2013, the United States generated about 4,058 billion kilowatthours of electricity.  About 67% of the electricity generated was from fossil fuel (coal, natural gas, and petroleum), with 39% attributed from coal.

In 2013, energy sources and percent share of total electricity generation were

  • Coal 39%
  • Natural Gas 27%
  • Nuclear 19%
  • Hydropower 7%
  • Other Renewable 6%
    • Biomass 1.48%
    • Geothermal 0.41%
    • Solar 0.23%
    • Wind 4.13%
  • Petroleum 1%
  • Other Gases < 1%

Does EIA have data on each power plant in the United States?

Other FAQs about Electricity

Data on existing individual electric generators at U.S. power plants, including the operational status, generating capacity, primary fuel/energy sources used, type of prime mover, location, the month and year of initial operation, and other information are collected with the EIA-860 survey.   Summary data on all generators are available in worksheets by the primary fuel/energy source used by the generators. Monthly and total annual fuel consumption, power generation, and various environmental data for power plants are collected with the EIA-923 survey.

 

 

EIA has an interactive map that includes the location of power plants and major electric power transmission lines in the United States.  To learn more about this map, play a short instructional video on how to use the EIA State Energy Portal tool. EIA currently does not  publish any other information on the location of power lines. The address of power plants with 1 MW or greater in generation capacity are in the “PlantYyy” file of the EIA-860 database

 

 

EIA estimates that the U.S. residential sector consumed about 1,375 billion kilowatthours of electricity in 2012. Estimated U.S. Residential Electricity Consumption by End Use, 2012

End Use Quadrillion
Btu
Billion
kilowatthours
Share of
total
Space cooling 0.85 250 18%
Lighting 0.64 186 14%
Water heating 0.45 130 9%
Refrigeration 0.38 111 8%
Televisions and related equipment 1 0.33 98 7%
Space heating 0.29 84 6%
Clothes dryers 0.20 59 4%
Computers and related equipment2 0.12 37 3%
Cooking 0.11 31 2%
Dishwashers3 0.10 29 2%
Furnace fans and boiler circulation pumps 0.09 28 2%
Freezers 0.08 24 2%
Clothes washers3 0.03 9 1%
Other uses4 1.02 299 22%
Total consumption 4.69 1,375  

1 Includes televisions, set-top boxes, home theater systems, DVD players, and video game consoles. 2 Includes desktop and laptop computers, monitors, and networking equipment. 3 Does not include water heating portion of load. 4 Includes small electric devices, heating elements, and motors not listed above. Electric vehicles are included in the transportation sector.

There are about 19,023 individual generators at about 6,997 operational power plants in the United States with a nameplate generation capacity of at least one megawatt. A power plant can have one or more generators, and some generators may use more than one type of fuel. Learn more: Electric Power Annual 2012, Table 4.1: Count of Electric Power Industry Power Plants, by Sector, by Predominant Energy Sources within Plant (some plants are double-counted by fuel type in Table 4.1), and Table 4.3: Existing Capacity by Energy Source. Downloadable databases with detailed data on individual generators and power plants.

The amount of fuel used to generate electricity depends on the efficiency or heat rate of the generator (or power plant) and the heat content of the fuel. Power plant efficiencies (heat rates) vary by types of generators, power plant emission controls, and other factors. Fuel heat contents also vary.

Two formulas for calculating the amount of fuel used to generate a kilowatthour (kWh) of electricity:

  • Amount of fuel used per kWh = Heat rate (in Btu per kWh) / Fuel heat content (in Btu per physical unit)
  • Kilowatthour generated per unit of fuel used = Fuel heat content (in Btu per physical unit) / Heat rate (in Btu per kWh)

Calculation examples using these two formulas and the assumptions below:

  • Amount of fuel used to generate one kilowatthour (kWh):
    • Coal = 0.00054 short tons or 1.09 pounds
    • Natural gas = 0.00786 Mcf (1,000 cubic feet)
    • Petroleum = 0.00188 barrels (or 0.08 gallons)
  • Kilowatthour generated per unit of fuel used:
    • 1,842 kWh per ton of Coal or 0.9 kWh per pound of Coal
    • 127 kWh per Mcf (1,000 cubic feet) of Natural gas
    • 533 kWh per barrel of Petroleum, or 12.7 kWh per gallon

Assumptions: Power plant heat rate

  • Coal = 10,498 Btu/kWh
  • Natural gas = 8,039 Btu/kWh
  • Petroleum = 10,991 Btu/kWh

Fuel heat contents

  • Coal = 19,336,000 Btu per short ton (2,000 lbs) Note: heat contents of coal vary widely by types of coal.
  • Natural gas  = 1,023,000 Btu per 1,000 Cubic Feet (Mcf)
  • Petroleum = 5,861,814 Btu per Barrel (42 gallons) Note: Heat contents vary by type of petroleum product.

EIA publishes estimates for the capital costs for different types of electricity generators in the Updated Capital Cost Estimates for Electricity Generation Plants report.

EIA estimates that national electricity transmission and distribution losses average about 6% of the electricity that is transmitted and distributed in the United States each year

Capacity factor is a measure of how often an electric generator runs for a specific period of time. It indicates how much electricity a generator actually produces relative to the maximum it could produce at continuous full power operation during the same period.

Over the past 6 years, the average capacity factors were: Coal 64%, Natural Gas combined cycle 44%, Nuclear 90%, Hydropower 40%, Wind 31%, Solar PV 20%, Solar Thermal 22%, Geothermal 71%

Capacity is the maximum electric output a generator can produce under specific conditions. Nameplate capacity is determined by the generator’s manufacturer and indicates the maximum output a generator can produce without exceeding design thermal limits.

Net summer capacity and net winter capacity are typically determined by a performance test and indicate the maximum load a generator can support at the point of interconnection during the respective season. The primary factors that affect or determine the difference in capacity between summer and winter months are:

  • the temperature of cooling water for thermal power plants or of the ambient air for combustion turbines
  • the water flow and reservoir storage characteristics for hydropower plants

Generation is the amount of electricity a generator produces over a specific period of time. For example, a generator with 1 megawatt (mW) capacity that operates at that capacity consistently for one hour will produce 1 megawatthour (mWh) of electricity. If it operates at only half that capacity for one hour, it will produce 0.5 mWh of electricity. Many generators do not operate at their full capacity all the time; they may vary their output according to conditions at the power plant, fuel costs, and/or as instructed from the electric power grid operator.

Net generation is the amount of gross generation a generator produces less the electricity used to operate the power plant.  These uses include fuel handling, feedwater pumps, combustion air fans, cooling water pumps, pollution control equipment, and other electricity needs.

One measure of the efficiency of a power plant that converts a fuel into heat and into electricity is the heat rate. The heat rate is the amount of energy used by an electrical generator or power plant to generate one kilowatthour (kWh) of electricity. EIA expresses heat rates in British thermal units (Btu) per net kWh generated. Net generation is the amount of electricity a power plant (or generator) supplies to the power transmission line connected to the power plant. It accounts for all the electricity that the plant itself consumes to operate the generator(s) and other equipment, such as fuel feeding systems, boiler water pumps, cooling equipment, and pollution control devices.

To express the efficiency of a generator or power plant as a percentage, divide the equivalent Btu content of a kWh of electricity (which is 3,412 Btu) by the heat rate. For example, if the heat rate is 10,140 Btu, the efficiency is 34%. If the heat rate is 7,500 Btu, the efficiency is 45%.

EIA only publishes heat rates for fossil fuel-fired generators and nuclear power plants. EIA does not publish estimates for the efficiency of generators using biomass, geothermal, hydro, solar, and wind energy.

Learn more:

Historical average annual heat rates for fossil fuel and nuclear power plants.

Average annual heat rates for specific types of fossil-fuel generators and nuclear power plants for most recent year available.

EIA has data on the types and amounts of energy produced in each state:

EIA also has  the location of coal mines, electric power plants, and oil and natural gas fields in our interactive map. A short instructional video is available to learn how to use this tool.

Posted in Electric Grid | Comments Off on Electricity Energy Information Administration (EIA) Frequently Asked Questions