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commercially available vehicles that utilize this fuel type; only demonstration fleets exist.121 Using natural gas or mixed blend fuels may serve as a technological and commercial stepping stone to a hydrogen future, as certain features of hydrogen and natural gas distribution are similar, including refueling technology, fuel storage, station siting, and the training of technicians and vehicle operators.122 Because of their extremely high energy efficiencies and low emissions, fuel cell electric vehicles (FCEV) are undergoing extensive research and development efforts. In an FCEV, hydrogen is used to create electricity for a high efficiency electric motor. The hydrogen can either be stored on board the vehicle in a manner similar to liquefied or compressed natural gas, or a feedstock such as natural gas or ethanol can be converted on-board via fuel processors.123 Hydrogen has significantly lower energy density than traditional petroleum products, so the storage weight, space, and safety issues associated with hydrogen fuel are similar to that of CNG and LNG. While the potential benefits of FCEVs are significant, so are the barriers to market penetration. As with other vehicle technologies in their infancy, FCEVs are expected to be quite expensive. Hyundai plans to manufacture 1,000 FCEVs in 2013 for a sticker price of $88,550 and aims to sell them for under $50,000 by 2015.124 With expensive price tags and limited availability of vehicles and refueling infrastructure, FCEVs will have many hurdles to overcome. 4.2.6 Natural Gas Vehicles 125 Of the over 250 million vehicles in the United States, an estimated 120,000 (0.05%) were fueled by direct combustion of natural gas in 2011.126 The United States ranks 17th in the world for total number of NGVs in its vehicle fleet and 39th on a per capita basis.127 NGVs have higher upfront costs and lower fuel costs and emissions than their petroleum-fueled counterparts. Natural gas fuels have lower energy densities than petroleum fuels and are stored in tanks that take up more space and weight than traditional fuel tanks, resulting in lower vehicle ranges. Alternative fuel storage methods, including low-pressure solid matrix adsorption and novel storage locations (e.g., inside door panels) are being explored to address range issues. Currently, NGVs lack the refueling infrastructure required for large-scale consumer adoption. Growth in infrastructure investments and consumer adoption are inter-dependent, posing a “chicken-or- egg” problem that plagues many new vehicle technologies. Bi-fuel natural gas–gasoline vehicles may help to serve as bridge technology toward wider NGV adoption. The majority of NGVs in the United States are powered using CNG. As of mid-2012, there were 1,065 CNG fueling stations in the United States, about half of which are open to the public.128 Private and municipal fleets often rely on their own private fueling stations. Home refueling is also an option for CNG vehicles,ii which may help to alleviate consumer concerns over the lack of ubiquitous CNG refueling stations. However, current technology requires 5–8 hours for in- ii As of 2001, 63% of U.S. households used natural gas and could presumably use in-home refueling equipment (Werpy, M.R.; Santini, D.; Burnham, A.; Mintz, M. “White Paper on Natural Gas Vehicles: Status, Barriers and Opportunities.” Clean Cities Program, U.S. Department of Energy, 2009. Accessed August 30, 2012: http://www1.eere.energy.gov/cleancities/pdfs/clean_cities_workshop_natural_gas.pdf). 31PDF Image | Opportunities Synergy Natural Gas and Renewable Energy
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