Life Cycle Assessment of Greenhouse Gas Emissions from Marine Fuels: A Case Study of Saudi Crude Oil versus Natural Gas in Different Global Regions

El-Houjeiri, Hassan M.; Monfort, Jean‐Christophe; Bouchard, Jessey; Przesmitzki, Steven

doi:10.1111/jiec.12751

Cited by 32 publications

(19 citation statements)

References 14 publications

(29 reference statements)

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“…Because the latter is assumed the same for all LNG supplies landed in China, the differences in transmission emissions depend solely on the former part. Of all, US Sabine Pass LNG has the longest transmission distance because it collects gas from various fields in the vast area east of the Rocky Mountains 23 .…”

Section: Resultsmentioning

confidence: 99%

“…Well-to-city-gate LCA model of natural gas supply in China. In this study, the well-to-city-gate life-cycle assessment (LCA) model of natural gas supply was compiled by integrating efforts from the National Energy Technology Laboratory's modeling of natural gas extraction, processing, and transmission 20,21 with Argonne National Laboratory's GREET ® model for LNG storage, LNG shipping, and offsite generation of fuels and electricity 19 , as well as other studies on gas liquefaction 17,23,[34][35][36][37][38] , LNG regasification 38,39 , and model adjustments 7,9,23,26,[40][41][42][43][44] (see Supplementary Note 1 for details). The model applies field-specific inputs to empirical engineering modeling of each unit process (e.g., well drilling in the extraction stage, amine gas treatment in the gas processing stage, etc.)…”

Section: Methodsmentioning

confidence: 99%

“…These differences exist not only across countries or extraction techniques but also among individual fields with distinct geological conditions, raw gas composition, market distances, etc. [20][21][22][23] . An engineering-based analysis considering the heterogeneity of individual fields is required to identify underlying drivers of the variability of emissions.…”

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confidence: 99%

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Carbon footprint of global natural gas supplies to China

et al. 2020

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As natural gas demand surges in China, driven by the coal-to-gas switching policy, widespread attention is focused on its impacts on global gas supply-demand rebalance and greenhouse gas (GHG) emissions. Here, for the first time, we estimate well-to-city-gate GHG emissions of gas supplies for China, based on analyses of field-specific characteristics of 104 fields in 15 countries. Results show GHG intensities of supplies from 104 fields vary from 6.2 to 43.3 g CO 2 eq MJ −1 . Due to the increase of GHG-intensive gas supplies from Russia, Central Asia, and domestic shale gas fields, the supply-energy-weighted average GHG intensity is projected to increase from 21.7 in 2016 to 23.3 CO 2 eq MJ −1 in 2030, and total well-to-city-gate emissions of gas supplies are estimated to grow by~3 times. While securing gas supply is a top priority for the Chinese government, decreasing GHG intensity should be considered in meeting its commitment to emission reductions.

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Section: Resultsmentioning

confidence: 99%

Section: Methodsmentioning

confidence: 99%

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Carbon footprint of global natural gas supplies to China

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“…Thinkstep [14] also provided comparative life cycle assessment for the natural gas with other marine fuels in terms of GHG intensity. Similar study was carried out by El-Houjeiri et al [15] which compared Saudi Crude oil to the natural gas in other regions in terms of GHG emission. Also, Sharafian et al [16] provided research about GHG and other air pollutants for natural gas.…”

Section: Literature Reviewmentioning

confidence: 54%

Life Cycle Assessment of LNG Fueled Vessel in Domestic Services

Hwang

Jeong

Jung

et al. 2019

JMSE

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This research was focused on a comparative analysis of using LNG as a marine fuel with a conventional marine gas oil (MGO) from an environmental point of view. A case study was performed using a 50K bulk carrier engaged in domestic services in South Korea. Considering the energy exporting market for South Korea, the fuel supply chain was designed with the two largest suppliers: Middle East (LNG-Qatar/MGO-Saudi Arabia) and U.S. The life cycle of each fuel type was categorized into three stages: Well-to-Tank (WtT), Tank-to-Wake (TtW), and Well-to-Wake (WtW). With the process modelling, the environmental impact of each stage was analyzed based on the five environmental impact categorizes: Global Warming Potential (GWP), Acidification Potential (AP), Photochemical Potential (POCP), Eutrophication Potential (EP) and Particulate Matter (PM). Analysis results reveal that emission levels for the LNG cases are significantly lower than the MGO cases in all potential impact categories. Particularly, Case 1 (LNG import to Korea from Qatar) is identified as the best option as producing the lowest emission levels per 1.0 × 107 MJ of fuel consumption: 977 tonnages of CO2 equivalent (for GWP), 1.76 tonnages of SO2 equivalent (for AP), 1.18 tonnages of N equivalent (for EP), 4.28 tonnages of NMVOC equivalent (for POCP) and 26 kg of PM 2.5 equivalent (for PM). On the other hand, the results also point out that the selection of the fuel supply routes could be an important factor contributing to emission levels since longer distances for freight transportation result in more emissions. It is worth noting that the life cycle assessment can offer us better understanding of holistic emission levels contributed by marine fuels from the cradle to the grave, which are highly believed to remedy the shortcomings of current marine emission indicators.

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“…Allocation based on weight, energy, process complexity, or sales price for each of the main products such as Nafta, Petrol, diesel are examples of allocation models. For more insight on allocation principles, see [31,41]. An alternative approach is that desulfurizing residual fuel oils implies cost and complexity, like conversion from residual to distillate.…”

Section: Wtt-gwp20mentioning

confidence: 99%

LNG and Cruise Ships, an Easy Way to Fulfil Regulations—Versus the Need for Reducing GHG Emissions

Lindstad

Rialland

2020

Sustainability

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Liquified natural gas (LNG), with its low sulphur content, its favorable hydrogen-to-carbon ratio, and the lower nitrogen oxide emission when combusted compared to conventional fuels, fulfils all International Maritime Organization (IMO) air emission regulations. For the cruise industry, with their large number of customers and their high public visibility, LNG has therefore become a tempting option for new cruise ships. However, larger well-to-tank (WTT) emissions for the LNG supply chain as well as un-combusted methane (CH 4 ) from the ship's engine might more than nullify any greenhouse gas (GHG) gains. Previous studies have shown very different GHG impacts from the use of LNG as a ship fuel. With climate change potentially being the largest threat to mankind, it is important that decisions with an impact on future GHG emissions are based on the best available knowledge within a sector and across sectors. The motivation for this study has therefore been to establish comparable GHG estimates for well-to-wake (WTW) emissions for LNG and traditional fuels in a transparent way. The results show that there is a need for adopting policies that can reduce the broader GHG emissions of shipping instead of CO 2 only, including the well-to-tank emissions of ship fuels. If not, we might end up with a large number of ships with GHG savings on paper only, while the real GHG emissions increases. Sustainability 2020, 12, 2080 2 of 15Considering LNG from an EEDI perspective, neither the larger well-to-tank (WTT) emissions for the LNG supply chain, nor uncombusted methane (CH 4 ) from the ship's engine, which might more than nullify any GHG gains, are relevant. The explanation is as follows. First, the WTT emissions are out of scope, since the EEDI only focuses on fuel consumption on the vessel, i.e., tank-to-wake (TTW). Second, since CO 2 is the only GHG gas included in the EEDI formula, uncombusted methane, which is a GHG gas trapping 85 times more heat than CO 2 over a 20 year period [4], makes no impact on the EEDI assessment. Metrics that weight emitted (exhaust) gases according to their global warming potential (GWP), to report them in terms of "CO 2 equivalents" (CO 2 eq) have become standard currency to benchmark and communicate the relative and absolute contributions to climate change [5]. GWP is usually integrated over 20 or 100 years.Given the EEDI thresholds for phase 3 (coming into force from 2022 to 2025), i.e., a 30% reduction in fuel consumption for most vessel types compared to the vessels built during the reference period 1998-2008, simply selecting an LNG compliant engine including the fuel system will in practice satisfy the requirements, even if it might not give any GHG reductions at all. There are two LNG engine options: a pure gas engine where the gas is spark-ignited, or a dual-fuel engine that can run either on LNG ignited by a small amount of diesel, or purely on conventional fuels such as diesel. In practice, with LNG being available in a limited number of ports, dual-fuel engines will be the main op...

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Life Cycle Assessment of Greenhouse Gas Emissions from Marine Fuels: A Case Study of Saudi Crude Oil versus Natural Gas in Different Global Regions

Cited by 32 publications

References 14 publications

Carbon footprint of global natural gas supplies to China

Carbon footprint of global natural gas supplies to China

Life Cycle Assessment of LNG Fueled Vessel in Domestic Services

LNG and Cruise Ships, an Easy Way to Fulfil Regulations—Versus the Need for Reducing GHG Emissions

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