Life cycle emissions and cost of transportation systems: Case study on diesel and natural gas for light duty trucks in municipal fleet operations

Shahraeeni, Mehdi; Ahmed, Syed Khaleel; Malek, Kourosh; Drimmelen, Burke Van; Kjeang, Erik

doi:10.1016/j.jngse.2015.03.009

Cited by 52 publications

(35 citation statements)

References 30 publications

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“…For the LNG HDT and LNG bus application types, this study has a relatively pessimistic result, with net energy saving rate (NESR) values of -8.4% and -9.5%, respectively, but the NESR values of other studies in China are more optimistic, namely greater than zero (Lin et al 2015;Tu et al 2013a). For the CNG LDT application type, the result of this study is -8.6%, a negative result similar to that obtained in other countries such as Canada (Shahraeeni et al 2015). For the CNG bus application type, among studies specific to China, the current work reports the most optimistic NESR value (Fang 2009;Wang 2015).…”

Section: Comparison Of the Results With Those Of Other Studiessupporting

confidence: 65%

“…The global warming potential (GWP) in CO 2 equivalents (i.e. CO 2-equivalent (CO 2,e ) GHG emissions) was calculated assuming a 100-year time horizon (Intergovernmental Panel on Climate Change (IPCC) 2007; Shahraeeni et al 2015). According to the Intergovernmental Panel on Climate Change (IPCC) report, the GWPs for CO 2 , CH 4 and N 2 O are 1, 25 and 298, respectively.…”

Section: Boundariesmentioning

confidence: 99%

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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 Studiessupporting

confidence: 65%

Section: Boundariesmentioning

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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“…As depicted in Figure 7, results are strictly affected by the provision distance: alternative scenario (10 km) achieved around 1/3 of the overall impact evaluated for the 30 km scenario. In fact, as reported [28][29][30] the replacement of diesel with NG in vehicles such as trucks and tractor trailers seems to contribute greatly to CO2 emission mitigation, reducing the potential impact on climate change. Differently from the CO2 reduction, which is detected within the whole life cycle of a vehicle (and in particular during its operation procedures), SOx and PM decrease is achieved if the total amount is taken into account [30].…”

Section: %mentioning

confidence: 89%

“…Thus, to meet EU targets for pollution mitigation, an implementation of more sustainable engines (e.g., NG, hybrid and full electric) is certainly recommended. The literature has already shown that the usage of NG-fueled or hybrid trucks, replacing traditional diesel-based vehicles, contributes significantly to GHGs reduction [30,31]. Nevertheless, emissions from electric vehicles greatly vary depending on the electricity mix: when low-carbon energy grids are implemented, vehicles are close to neutral CO2 emissions, while if carbon-intensive electricity mix is used, biofuels usage leads to a lower carbon footprint than hybrid [32].…”

Section: Discussionmentioning

confidence: 99%

“…Differently from the CO 2 reduction, which is detected within the whole life cycle of a vehicle (and in particular during its operation procedures), SO x and PM decrease is achieved if the total amount is taken into account [30]. In addition, further reduction is obtained if hybrid trucks are considered: this technology seems to contribute to the climate change mitigation, reducing the operation emissions of around −25% if compared with a traditional diesel truck [31].…”

Section: %mentioning

confidence: 97%

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Biomass Residues to Renewable Energy: A Life Cycle Perspective Applied at a Local Scale

et al. 2016

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Italy, like every country member of the European Union (EU), will have to achieve the objectives required by the Energy Roadmap 2050. The purpose of the study was to evaluate the environmental impacts of residue recovery arising from the management of public and private green feedstocks, activity of the cooperative "Green City" in the Bologna district, and usage in a centralized heating system to produce thermal energy for public buildings. Results, obtained using the ReCipe impact assessment method, are compared with scores achieved by a traditional methane boiler. The study shows some advantages of the biomass-based system in terms of greenhouse gases (GHGs) emissions and consumption of non-renewable fuels, which affect climate change (−41%) and fossil resources depletion (−40%), compared to the use of natural gas (NG). Moreover, scores from network analysis denote the great contribution of feedstock transportation (98% of the cumulative impact). The main reason is attributable to all requirements to cover distances, in particular due to stages involved in the fuel supply chains. Therefore, it is clear that greater environmental benefits could be achieved by reducing supply transport distances or using more sustainable engines.

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Realistic simulation of fuel economy and life cycle metrics for hydrogen fuel cell vehicles

Ahmadi

Kjeang

2016

Int. J. Energy Res.

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Summary The present work contributes an engineered life cycle assessment (LCA) of hydrogen fuel cell passenger vehicles based on a real‐world driving cycle for semi‐urban driving conditions. A new customized LCA tool is developed for the comparison of conventional gasoline and hydrogen fuel cell vehicles (FCVs), which utilizes a dynamic vehicle simulation approach to calculate realistic, fundamental science based fuel economy data from actual drive cycles, vehicle specifications, road grade, engine performance, fuel cell degradation effects, and regenerative braking. The total greenhouse gas (GHG) emission and life cycle cost of the vehicles are compared for the case of hydrogen production by electrolysis in British Columbia, Canada. A 72% reduction in total GHG emission is obtained for switching from gasoline vehicles to FCVs. While fuel cell performance degradation causes 7% and 3% increases in lifetime fuel consumption and GHG emission, respectively, regenerative braking improves the fuel economy by 23% and reduces the total GHG emission by 10%. The cost assessment results indicate that the current FCV technology is approximately $2,100 more costly than the equivalent gasoline vehicle based on the total lifetime cost including purchase and fuel cost. However, prospective enhancements in fuel cell durability could potentially reduce the FCV lifetime cost below that of gasoline vehicles. Overall, the present results indicate that fuel cell vehicles are becoming both technologically and economically viable compared with incumbent vehicles, and provide a realistic option for deep reductions in emissions from transportation. Copyright © 2016 John Wiley & Sons, Ltd.

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Life cycle emissions and cost of transportation systems: Case study on diesel and natural gas for light duty trucks in municipal fleet operations

Cited by 52 publications

References 30 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

Biomass Residues to Renewable Energy: A Life Cycle Perspective Applied at a Local Scale

Realistic simulation of fuel economy and life cycle metrics for hydrogen fuel cell vehicles

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