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7/27/2019 Me Than Ex Fuel Cell

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Methano l fo r Fuel Cel l Veh ic lesMethano l fo r Fuel Cel l Veh icles


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www.methanex.com/fuelcel ls

AgendaAgenda

Introduction

Methanol and Methanex

Fuel Cell Overview

Why Fuel Cells?

Air PollutionEnergy Security

Fuels for Fuel Cells

Why Methanol?

Environment, Health and Safety

Considerations

Conclusions


3/24


MethanolMethanol

Methanol - Where does it come from?

Typically made from natural gascoal, oil residues also used

biomethanol has been demonstrated

q Schwarze Pumpe (Germany)

Methanol - What is it?

A simple molecule - CH3OH

A colorless liquid at ambient conditions

Occurs naturally in the environment

Biodegrades quickly in all environmental media

Many end uses of methanol


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End Uses o f MethanolEnd Uses o f Methanol

Methanol Derivatives

FormaldehydeAcetic Acid

MTBE

Other ChemicalsDirect Uses

Windshield Washer Fluid

330 MM gallons/yearMethanol as a Fuel

Solvent Use

Sewage Treatment

Formaldehyde36%

MTBE29%

Acetic Acid8%

Other27%

1999 Global Methanol Demandby Primary Derivative

Estimated Demand: 27.1 million tonnes(Source: CMAI)


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Methanex Dimens ionsMethanex Dimens ionsMethanex Capacity

Methanex

24 %

Saudi Arabia

15 %

Trinidad

10 %

Venezuela4 %+60 Others

47 %

PlantCapacity

(tonnes/year)

Kitimat, BC 500,000

Medecine Hat, AB 470,000

Fortier, LA 570,000

New Zealand 2,430,000Chile 3,000,000

Total Production 6,970,000

PurchasedCapacity

(tonnes/year)CMC, Trinidad 500,000

Total 7,470,000

Global Market Share


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Why Fuel Cel ls? - A ir Pol lut ionWhy Fuel Cel ls? - A ir Pol lut ion

Persistent Urban Air Pollution

Ground-level ozone (NOx, VOC)

Carbon monoxide (CO)

Particulate Matter (PM)

Climate Change

Greenhouse gas emissions (CO2, CH4, N2O, CFC)

Criteria Pollutants


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Why Fuel Cel ls? - Energy Secu ri tyWhy Fuel Cel ls? - Energy Secu ri ty

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

1950 1955 1960 1965 1970 1975 1980 1985 1990 1995

Petroleum(

NetImports/Production)Energy

as

a%

ofPetroleumE

nergyConsumptio

n

Production as % of Consumption Net Imports as % of Consumption

(Source: Energy Information Agency)

Petroleum: Crude oil and petroleum products


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Auto Makers and Fuel Cel lsAuto Makers and Fuel Cel ls

The largest 16 Auto Manufacturers in the

world have active fuel cell development

programs underway

Over $2 Billion US has been spent developing fuelcell vehicles (Source: AMI, 1998)

The first fuel cell vehicles are expected to beavailable commercially by 2003

There is the potential for significant market

penetration by 2010 as they offer significantGHG reductions and local air quality

improvements


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Fuels fo r Fuel CellsFuels fo r Fuel CellsEnvironmentalConsideration

Hydrogen Methanol 'Gasoline'

Urban Smog FormingEmissions ++ ++ +

Greenhouse GasEmissions ++ ++ +Air Toxics Emissions ++ ++ +

Water Pollution ++ + 0Economic

Considerations Hydrogen Methanol 'Gasoline'Energy Security ++ ++ +

Fuel Costs - - + ++

Vehicle Costs 0 - - -Health & SafetyConsideration

Hydrogen Methanol 'Gasoline'

Fire Safety - ++ 0

Human Intake ++ - - 0

*Here Regular Unleaded Gasoline for an Internal Combustion Engine is taken as the basis for this analysis.


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Why Methanol?Why Methanol?

Methanol is a leading candidate to power fuel

cell vehicles

Existing methanol spec is suitable for fuel cells.

Less complex onboard reforming than gasoline

Vehicles have been demonstrated

Urban air emissions are only a fraction of theCARBs SULEV standard

Potentially the lowest GHG emissions of viable

fuel scenariosEconomically viable option

Methanol is an environmentally friendly product

with an excellent safety record


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Techn ical Feasib i l i tyTechn ical Feasibi l i ty

Methanol reformers have already been

incorporated into small passenger vehicles

and passenger buses


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CARBsCARBsEmiss ions Regu lat ionsEmiss ions Regu lat ions

4.

2

4.

2

2.

1

1

0.

016

0

0.

156

0.0

9

0.

055

0.

01

0.

0034

0.

0001

0.

6

0.

1

0.

07

0.

02

0.

0025

00

0.5

1

1.5

2

2.5

3

3.5

4

.

TLEV LEV ULEV SULEV IMFC DMFC

LEV Standards/IMFC/DMFC

COEmissions(g/mi)

0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

.

NMOGandNOx

Emissions(g/mi)

(Source: Evaluation of Fuel Cell Reformer Emissions, Acurex - CARB/SCAQMD, 1999)


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Georgetown Univers ity Bus ProgramGeorgetown Univers i ty Bus Prog ram

0

2

4

6

8

1012

14

16

18

gram

s/brakehorsepo

wer-hr

HC 1.3 0.1 0.8 0.2 0.1 0.09 0.01

CO 15.5 0.9 2.6 0.5 1 2.87 0.02

NOx 4 4.7 1.9 4.9 2.6 0.03 0

PM 0.05 0.04 0.03 0.06 0.01 0.01 0

1998

Standard

DD Series

50*

Diesel

DD Series

50

CNG

Cummins

C8.3

Diesel

Cummins

C8.3

CNG

94 Fuji Fuel

Cell

Methanol

98 IFC Fuel

Cell

Methanol

(Source: Georgetown University)


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GHG Emiss ions Reduct ionsGHG Emiss ions Reduct ions

0

100

200

300

400

500

600

1. Gasoline 2. CH2 3. CH2 4. LH2 5. CH2 6. Methanol 7. Sulfur Free

Gasoline

8. FTD

gmC

O2eq/mile

Fuel Extr/Prod/Distr Vehicle Operation Vehicle Matl & Assembly

-8.5 %

Base Case

-44.5 %

-22.5 %

-13.8 %

-41.7 %

-25.8 %-21.9 %

(Source: (S&T)2 Consultants Inc., 2000)

1. Gasoline: Produced from crude oil (Baseline)2. CH2: Produced from NG in a small decentralized SMR.3. CH2: Produced from NG in a small decentralized POX reactor.4. LH2: Produced from NG in a large decentralized SMR.5. CH2: Produced by electrolysis with the electricity being produced from a NG turbine.6. Methanol: Produced from NG in a SMR based process.7. Sulfur Free Gasoline: Produced from crude oil.

8. FTD: Produced from NG in a SMR based process.

Full report available at www.methanex.com/fuelcells/archivedreports/reports.htm


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Methano l vs. Gaso l ine Pric ingMethano l vs . Gaso l ine Pric ing

3.00

3.50

4.00

4.50

5.00

5.50

1977

1979

1981

1983

1985

1987

1989

1991

1993

1995

1997

cents/mile

Gasoline: 4.21 cents/mile

Methanol: 3.67 cents/mile

1. USGC Wholesale Pricing plus taxes along a 3-year moving average2. Assumes a Corporate Average Fuel Economy (CAF) of 27.5 mpg3. Energy Efficiency Ratio (EER) of 1.78 for the methanol fuel cell vehicle (49 mpge)4. Energy Equivalent Taxes: Gasoline = 40 cpg, Methanol = 20 cpg5. Retail Margins: Gasoline = 10 cpg, Methanol = 15 cpg6. Distribution Costs: Gasoline = 3 cpg, Methanol = 10 cpg


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Methano l Econom icsMethano l Econom ics

Since 1975 - delivered bulk pricing has

averaged 47 cpg

Future, Larger scale more efficient plants(i.e. 1 MM 3 MM tpa plants)Natural Gas Costs

Plant Operating CostsDistribution Costs (100 kT vessel)Capital Cost Recovery

Retailing considerations

taxation, local distribution, retailer return

Delivered methanol

costs continue todecrease year over

year


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Retail In frastru ctu reRetail In frastru ctu re

Cost estimates for installing methanol retail

systems.

Methanol Retail System Cost (USD)

Cleaning a gasoline tank $19,000

Install new fiberglass tank liner $31,000

Add a new tank $55,000

Replace an existing tank $70,000

(Source: EA Engineering, 1999)


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Env ironment, Health and SafetyEnv ironment, Health and SafetyEnvironmental Fate of Methanol

Rapid dilution and biodegradation of methanol

Natural methanol production - 2.4 billion tpa

Human Exposure

Ingestion is exposure route of highest importance.

Fire SafetyMethanol has numerous advantages

Methanex Approach to EH&S Issues

Education/Public AwarenessEngineering Safeguards

Anti-siphoning devices/High integrity storage

Potential Use of Additives


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Biodegradat ionBiodegradat ion

Methanol biodegradation is rapid

Environmental MediumMethanol Half-

Life (days)Benzene Half-

life (days)

Soil 1 - 7 5 - 16

Air 3 - 30 2 - 20

Surface water 1 - 7 5 - 16

Groundwater 1 - 7 10 - 730

Estimated Half-Lives of Methanol and Benzene in the Environment

(Source: Handbook of Environmental Degradation Rates, 1992)


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Fire SafetyFire Safety

Much Less Risk of Fire

Vapor pressure (4% vs. 7-9%)

LFL (6% vs. 1%)

Molecular weight of methanol

Much Less Hazardous Fire

Speed/Size of fire

Flame temperature/Heat release

Combustion by-products

Much Easier to Extinguish

A methanol fire can be easily extinguished withwater


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Fuel Related Veh ic le Fire Stat is t icsFuel Related Veh ic le Fire Stat is t ics

158,6

38

206,7

40

195,7

07

211,4

68

0

50,000

100,000

150,000

200,000

250,000

1997 1996 1995 1994

VehicleF

ires

262

387

342 4

12

0

50

100

150

200250

300

350

400

450

1997 1996 1995 1994

Death

s

830 1

,180

1,2

39

1,4

62

0

200

400

600

800

1,000

1,200

1,400

1,600

1997 1996 1995 1994

Injuries

Gasoline (FEMA/NFIRS)

Methanol (EPA Projections)

Due to the lower volat i l ity and hig herf lammable l imi t of methanol , pure methanol

is pro jected to resul t in as much as a 90

percent reduct ion in th e number of

automotive fuel related fi r es relat ive to

gaso line. (Mach iele - EPA, 1990)


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Flame Lum inos i tyFlame Lum inos i ty

Flame Luminosity

methanol burns with a light blue flame that is noteasily seen in bright sunlight

During an accident burning materials other thanthe fuel (such as paint, plastics, upholstery, engine

oil, etc.) would produce both smoke and a visibleflame

Additional mitigation methods being considered

Flame luminosity is a problem common with H2


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Conc lud ing SummaryConc lud ing Summary

Methanol is an Environmentally attractive

Fuel

It is an existing product with an excellentenvironmental track record

Virtual elimination of tailpipe emissions

Offers good CO2 reduction potential

Renewable resources and flared gas options formethanol production

Methanol is readily biodegradable and relativelyenvironmentally benign

Methanol offers an excellent means of

diversifying automotive fuel supply


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Conc lud ing SummaryConc lud ing Summary

Methanol is Technically Feasible

Low temperature reforming advantage

DMFC potential for future

Methanol is Economically Feasible

Substantial production capacity exists with worldwide distribution of homogeneous product

Distributed and retailed in much the same way asgasoline

Methanol can be cost competitiveMethanol is ready today to meet the needs of

Fuel Cell Vehicles

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