Environmental and economic analysis of liquefied natural gas (LNG) for heavy goods vehicles in the UK: A Well-to-Wheel and total cost of ownership evaluation

Langshaw, Liam; Ainalis, Daniel; Acha, Salvador; Shah, Nilay; Stettler, Marc

doi:10.1016/j.enpol.2019.111161

Cited by 40 publications

(20 citation statements)

References 20 publications

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“…Economic viability could be rendered, however, due to the higher cost of LNG vehicles and maintenance (Osorio-Tejada et al, 2017a) and the limited range of LNG trucks relative to diesel (Askin et al, 2015). Furthermore, Langshaw et al (2019) show that the fuel efficiency in LNG trucks could dictate its economic viability and that relative efficiencies of less than 80% reduce the chances of lower costs by 50%.…”

Section: Economic Analysesmentioning

confidence: 99%

“…Policymakers, for example, that use science as basis for their work, have the power to choose values as desired if they are not specified. GWP, for example, is only provided in 8 of the 20 environmental studies (Bachmann et al, 2015;Cooper et al, 2019;Ferreira et al, 2019;Hagos & Ahlgren, 2018;Jenn et al, 2013;Langshaw et al, 2019;Ližbetin et al, 2018;Song et al, 2017;Tong et al, 2015). From those that present GWP values, only three indicate correct values from one of the IPCC reports (Cooper et al, 2019;Hagos & Ahlgren, 2018;Ližbetin et al, 2018).…”

Section: The Disorder and Lack Of Data In Publicationsmentioning

confidence: 99%

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Review of life cycle greenhouse gases, air pollutant emissions and costs of road medium and heavy‐duty trucks

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et al. 2021

WIREs Energy & Environment

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The desired energy transition to guarantee net-zero greenhouse gases (GHGs) emissions needs to take place in every sector of the global economy. The transport sector is responsible for a large share of energy consumption and GHGs emissions while contributing to the increase in air pollution. Although new technologies are available, the use of diesel in road transport is still predominant. These new technologies, nonetheless, still present inconsistencies in their environment, economic performances and do not necessarily provide improvements when considering the entire fuel life cycle used in medium and heavy-duty trucks. This systematic review addresses the uncertainties in life cycle studies regarding the road transport sector fuel consumption, GHGs, and air pollutant emissions economic analyses. Results show that there are higher chances of reducing GHGs emissions through biogas or fuel-cell hydrogen trucks, while PM 2.5 and NOx emissions have higher chances of being reduced with fuel-cell hydrogen or natural gas trucks. There is, however, a reduced interest by the scientific community in the transport literature in dealing with air pollutants, and the focus is mainly on GHGs emissions. When it comes to economic viability, natural gas and hybrid trucks are the best substitutes.

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Section: Economic Analysesmentioning

confidence: 99%

Section: The Disorder and Lack Of Data In Publicationsmentioning

confidence: 99%

Review of life cycle greenhouse gases, air pollutant emissions and costs of road medium and heavy‐duty trucks

Machado

Teixeira

Collaço

et al. 2021

WIREs Energy & Environment

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show abstract

“…Based on the measured fuel economies, a payback time of less than three years under these conditions was calculated. In a net present value analysis of the U.K., Langshaw et al [191] also showed that the economic payback on higher vehicle purchasing costs was driven by the lower fuel price of natural gas relative to diesel. They stated that any changes in the fuel price gap introduced a significant source of for investors.…”

Section: Economic Considerationsmentioning

confidence: 99%

Future Power Train Solutions for Long-Haul Trucks

et al. 2021

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Achieving the CO2 reduction targets for 2050 requires extensive measures being undertaken in all sectors. In contrast to energy generation, the transport sector has not yet been able to achieve a substantive reduction in CO2 emissions. Measures for the ever more pressing reduction in CO2 emissions from transportation include the increased use of electric vehicles powered by batteries or fuel cells. The use of fuel cells requires the production of hydrogen and the establishment of a corresponding hydrogen production system and associated infrastructure. Synthetic fuels made using carbon dioxide and sustainably-produced hydrogen can be used in the existing infrastructure and will reach the extant vehicle fleet in the medium term. All three options require a major expansion of the generation capacities for renewable electricity. Moreover, various options for road freight transport with light duty vehicles (LDVs) and heavy duty vehicles (HDVs) are analyzed and compared. In addition to efficiency throughout the entire value chain, well-to-wheel efficiency and also other aspects play an important role in this comparison. These include: (a) the possibility of large-scale energy storage in the sense of so-called ‘sector coupling’, which is offered only by hydrogen and synthetic energy sources; (b) the use of the existing fueling station infrastructure and the applicability of the new technology on the existing fleet; (c) fulfilling the power and range requirements of the long-distance road transport.

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“…However, going beyond the regulations and using the lowest GWP refrigerants possible can ensure commercial sustainability, in complying with regulation, and contribute significantly to SBTs. Progress in reducing this sector of a business' carbon footprint may allow some flexibility in the decarbonisation timeline for other carbon intensive business areas, such as allowing time for the development of electric vehicle technology and for low-carbon heavy goods vehicles to become pervasive (Morganti & Browne, 2018;Langshaw, et al, 2020).…”

Section: Introductionmentioning

confidence: 99%

A roadmap investment strategy to reduce carbon intensive refrigerants in the food retail industry

Hart

Austin

Acha

et al. 2020

Journal of Cleaner Production

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High global warming potential (GWP) refrigerant leakage is the second-highest source of carbon emissions across UK supermarket retailers and a major concern for commercial organizations. Recent stringent UN and EU regulations promoting lower GWP refrigerants have been ratified to tackle the high carbon footprint of current refrigerants. This paper introduces a data-driven modelling framework for optimal investment strategies supporting the food retail industry to transition from hydrofluorocarbon (HFC) refrigeration systems to lower GWP systems by 2030, in line with EU legislation. Representative data from a UK food retailer is applied in a mixed integer linear model, making simultaneous investment decisions across the property estate. The model considers refrigeration-system age, capacity, refrigerant type, leakage and past-performance relative to peer systems in the rest of the estate. This study proposes two possible actions for high GWP HFC refrigeration systems: a) complying with legislation by retrofitting with an HFO blend (e.g. R449-A) or b) installing a new natural refrigerant system (e.g. R744). Findings indicate that a standard (i.e. business-as-usual) investment level of £6 m/yr drives a retrofitting strategy enabling significant reduction in annual carbon emissions of 71% by the end of 2030 (against the 2018 baseline), along with meeting regulatory compliance. The strategy is also highly effective at reducing emissions in the short term as total emissions during the 12-year programme are 59% lower than would have been experienced if the HFC emissions continued unabated. However, this spending level leaves the business at significant risk of refrigeration system failures as necessary investments in new systems are delayed resulting in an ageing, poorly performing estate. The model is further tested under different budget and policy scenarios and the financial, environmental, and business-risk implications are analysed. For example, under a more aggressive investment approach of £50 m/yr carbon reductions are at 93% by the end of 2030, whilst also ensuring compliance with the legislative cut-off four years early in 2026 and substantially enhancing the reliability of the refrigeration systems in the portfolio. Alternatively, when emissions are minimised instead of cost with an annual budget of £50m a decarbonisation of 99% is achieved by 2030. Overall, the study highlights the trade-offs between capital investment and system resilience requiring a careful balance of priorities and the need to have up to date information so decision-makers can reliably drive a successful strategy towards more sustainable operation of refrigeration systems.

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Environmental and economic analysis of liquefied natural gas (LNG) for heavy goods vehicles in the UK: A Well-to-Wheel and total cost of ownership evaluation

Cited by 40 publications

References 20 publications

Review of life cycle greenhouse gases, air pollutant emissions and costs of road medium and heavy‐duty trucks

Review of life cycle greenhouse gases, air pollutant emissions and costs of road medium and heavy‐duty trucks

Future Power Train Solutions for Long-Haul Trucks

A roadmap investment strategy to reduce carbon intensive refrigerants in the food retail industry

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