A comparative life cycle assessment of diesel and compressed natural gas powered refuse collection vehicles in a Canadian city

Rose, Lars; Hussain, Mohammed; Ahmed, Syed Khaleel; Malek, Kourosh; Costanzo, Robert; Kjeang, Erik

doi:10.1016/j.enpol.2012.09.064

Cited by 88 publications

(37 citation statements)

References 18 publications

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“…15,18,43−45 As for heavy vehicles such as trucks and buses, the evidence is mixed. Some studies estimate 10−25% lower lifecycle GHGs for CNG and LNG buses relative to diesel, 43,46 while others estimate that CNG buses and trucks have an equal or greater lifecycle GHG footprint relative to diesel. 10,15,18 We do not present projection results here, as none of EIA's modeling scenarios entail widespread adoption of natural gas vehicles.…”

Section: Projected Future Impactsmentioning

confidence: 99%

Implications of Shale Gas Development for Climate Change

Newell

Raimi²

2014

Environ. Sci. Technol.

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Advances in technologies for extracting oil and gas from shale formations have dramatically increased U.S. production of natural gas. As production expands domestically and abroad, natural gas prices will be lower than without shale gas. Lower prices have two main effects: increasing overall energy consumption, and encouraging substitution away from sources such as coal, nuclear, renewables, and electricity. We examine the evidence and analyze modeling projections to understand how these two dynamics affect greenhouse gas emissions. Most evidence indicates that natural gas as a substitute for coal in electricity production, gasoline in transport, and electricity in buildings decreases greenhouse gases, although as an electricity substitute this depends on the electricity mix displaced. Modeling suggests that absent substantial policy changes, increased natural gas production slightly increases overall energy use, more substantially encourages fuel-switching, and that the combined effect slightly alters economy wide GHG emissions; whether the net effect is a slight decrease or increase depends on modeling assumptions including upstream methane emissions. Our main conclusions are that natural gas can help reduce GHG emissions, but in the absence of targeted climate policy measures, it will not substantially change the course of global GHG concentrations. Abundant natural gas can, however, help reduce the costs of achieving GHG reduction goals.

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Section: Projected Future Impactsmentioning

confidence: 99%

Implications of Shale Gas Development for Climate Change

Newell

Raimi²

2014

Environ. Sci. Technol.

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“…Most studies on the CAP emissions of NGVs in China also focus on one or two types of NGVs rather than conducting a comprehensive study on NGV fleets (Rose et al 2013;Yao et al 2009). Rose et al (2013) conducted a comparative LCA of GHGs and other pollutants from heavy-duty refuse collection trucks powered by diesel and compressed natural gas (CNG) in a Canadian city.…”

Section: Introductionmentioning

confidence: 99%

“…Rose et al (2013) conducted a comparative LCA of GHGs and other pollutants from heavy-duty refuse collection trucks powered by diesel and compressed natural gas (CNG) in a Canadian city. The authors emphasized that CNG heavy-duty refuse collection trucks can offer an advantage in terms of reduced environmental impacts and cost savings.…”

Section: Introductionmentioning

confidence: 99%

Petroleum substitution, greenhouse gas emissions reduction and environmental benefits from the development of natural gas vehicles in China

et al. 2018

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This study develops a bottom-up model to quantitatively assess the comprehensive effects of replacing traditional petroleum-powered vehicles with natural gas vehicles (NGVs) in China based on an investigation of the direct energy consumption and critical air pollutant (CAP) emission intensity, life-cycle energy use and greenhouse gas (GHG) emission intensity of NGV fleets. The results indicate that, on average, there are no net energy savings from replacing a traditional fuel vehicle with an NGV. Interestingly, an NGV results in significant reductions in direct CAP and life-cycle GHG emissions compared to those of a traditional fuel vehicle, ranging from 61% to 76% and 12% to 29%, respectively. Due to the increasing use of natural gas as a vehicle fuel in China (i.e. approximately 28.2 billion cubic metres of natural gas in 2015), the total petroleum substituted with natural gas was approximately 23.8 million tonnes (Mt), which generated a GHG emission reduction of 16.9 Mt of CO 2 equivalent and a CAP emission reduction of 1.8 Mt in 2015. Given the significant contribution of NGVs, growing the NGV population in 2020 will further increase the petroleum substitution benefits and CAP and GHG emission reduction benefits by approximately 42.5 Mt of petroleum-based fuel, 3.1 Mt of CAPs and 28.0 Mt of GHGs. By 2030, these benefits will reach 81.5 Mt of traditional petroleum fuel, 5.6 Mt of CAPs and 50.5 Mt of GHGs, respectively.

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“…Maintenance and operating costs include energy cost, vehicle use tax and insurance, and battery replacement cost or machine oil change cost. Rose et al [67] established a cost-effectiveness function to compare the costs of conventional and alternative vehicles, and in [5,67], natural gas vehicles were used to substitute for diesel as a vehicle fuel:…”

Section: Total Ownership Costs (Toc) and Life Cycle Emissions Methods mentioning

confidence: 99%

China’s Energy Transition in the Power and Transport Sectors from a Substitution Perspective

et al. 2017

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Abstract:Facing heavy air pollution, China needs to transition to a clean and sustainable energy system, especially in the power and transport sectors, which contribute the highest greenhouse gas (GHG) emissions. The core of an energy transition is energy substitution and energy technology improvement. In this paper, we forecast the levelized cost of electricity (LCOE) for power generation in 2030 in China. Cost-emission effectiveness of the substitution between new energy vehicles and conventional vehicles is also calculated in this study. The results indicate that solar photovoltaic (PV) and wind power will be cost comparative in the future. New energy vehicles are more expensive than conventional vehicles due to their higher manufacturer suggested retail price (MSRP). The cost-emission effectiveness of the substitution between new energy vehicles and conventional vehicles would be $96.7/ton or $114.8/ton. Gasoline prices, taxes, and vehicle insurance will be good directions for policy implementation after the ending of subsidies.

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A comparative life cycle assessment of diesel and compressed natural gas powered refuse collection vehicles in a Canadian city

Cited by 88 publications

References 18 publications

Implications of Shale Gas Development for Climate Change

Implications of Shale Gas Development for Climate Change

Petroleum substitution, greenhouse gas emissions reduction and environmental benefits from the development of natural gas vehicles in China

China’s Energy Transition in the Power and Transport Sectors from a Substitution Perspective

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