Energy consumption and greenhouse gas emissions of diesel/LNG heavy-duty vehicle fleets in China based on a bottom-up model analysis

Song, Hongqing; Ou, Xunmin; Yuan, Jiehui; Yu, Mingpeng; Wang, Cheng

doi:10.1016/j.energy.2017.09.011

Cited by 85 publications

(43 citation statements)

References 33 publications

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“…Differences between life-cycle energy use and GHG emissions results among studies of NGVs in China and other countries are largely due to (1) the difference in the adopted fuel consumption rate, including the impact of different application types and tonnage types. For example, a study by Tu et al (2013b) evaluated the life-cycle emissions of GHGs and other pollutants from NG-powered concrete-mixer trucks, a typical type of truck (Cai et al 2017;Hao et al 2015;Song et al 2017;Tu et al 2013b); (2) differences in the energy consumption and GHG emissions produced in the process of fuel acquisition, particularly for widely used industry boilers largely fuelled by coal, which have an low efficiency compared with the global level (Cai et al 2017;Ou et al 2010;Wang 2015); and (3) different operating environments (Ercan and Tatari 2015;Lajunen and Lipman 2016;Lin et al 2015). …”

Section: Comparison Of the Results With Those Of Other Studiesmentioning

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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Section: Comparison Of the Results With Those Of Other Studiesmentioning

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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“…The life-cycle GHG emissions intensities of gasoline and diesel vary from 86 to 100.8 g-CO 2 eq./MJ and 87 to 102.5 g-CO 2 eq./MJ, respectively [22,38,40]. As for the natural gas, different pathways lead to different results [24,[41][42][43][44][45][46]. In summary, combining with the Chinese situation, we use the data as Table 3 shows.…”

Section: Ghg Emissions Intensitymentioning

confidence: 99%

China’s Electric Vehicle Deployment: Energy and Greenhouse Gas Emission Impacts

et al. 2018

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The explosion of the vehicle market in China has caused a series of problems, like energy security, climate change, air pollution, etc. The deployment of electric vehicles (EVs) is considered an effective solution to address these problems. Thus, both the state and local governments in China have launched some policies and incentives to accelerate the development of EVs and the EV industry. Do EVs can effectively solve these problems in short term, viewed from the fleet point? Based on China's most up-to-date deployment plan for EVs, this paper analyzes the energy consumption and greenhouse gas (GHG) emissions caused by China's road transport sector in three different scenarios.The results indicate that, based on current planning, the energy consumption and GHG emissions of the whole fleet will peak in 2025 and 2027, at the level of around 403 mtoe (million tons of oil equivalent) and 1763 mt CO 2 eq. (million tons of CO 2 equivalent), respectively. The introduction of EVs will significantly reduce the reliance on fossil fuel in the long term, with increasing ownership, while, in the short term, the fuel economy regulation will still play a more important role. Policy makers should continually pay attention to this. Meanwhile, commercial vehicles, especially heavy-duty trucks will account for a bigger and bigger proportion in the energy consumption and GHG emissions of the whole fleet. Thus, to some extent the focus should shift from passenger vehicles to commercial vehicles. More measures could be implemented.

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“…An increasing number of users are opting for LNG [4] compelled by concerns around the security of supply, as well as the location of major natural gas fields. Hence, LNG has recently undergone a renaissance, not only becoming the preferred way to transport natural gas, but also finding a use as marine and heavy-vehicle fuel [6][7][8][9]. In some instances it has been shown that LNG is not only environmentally, but also economically superior to traditional marine fuel and even marine gas oil [10].…”

Section: Introductionmentioning

confidence: 99%

A realistic vapour phase heat transfer model for the weathering of LNG stored in large tanks

Huerta

Vesovic

2019

Energy

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A new non-equilibrium model relevant to LNG weathering in large storage tanks under constant pressure has been developed. It treats the heat influx from the surroundings into the vapour and liquid phases separately and allows for heat transfer between the two phases. The main heat transfer mechanisms in the vapour phase are assumed to be advection, due to upward flow of evaporated LNG, and conduction.It has been observed that the vapour temperature increases monotonically as a function of the height, in agreement with recent experimental results. In all the simulations performed the vapour to liquid heat transfer was small, also in line with recent experimental findings, and is estimated to contribute less than 0.3% to boil-off gas rates. The results of this work indicate that the heat transfer by the advective upward flow dominates the energy transfer within the vapour, while the natural convection, in the body of the vapour, can be neglected. The initial liquid filling has a pronounced effect on all the relevant variables, leading to a decrease in vapour temperature and boil-off gas temperature and an increase in boil-off rates. A rule of thumb for estimating the boil-off gas temperature in industrial storage tanks is provided.

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Energy consumption and greenhouse gas emissions of diesel/LNG heavy-duty vehicle fleets in China based on a bottom-up model analysis

Cited by 85 publications

References 33 publications

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

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

China’s Electric Vehicle Deployment: Energy and Greenhouse Gas Emission Impacts

A realistic vapour phase heat transfer model for the weathering of LNG stored in large tanks

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