2010
DOI: 10.1016/j.apenergy.2009.11.012
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Life-cycle greenhouse gas analysis of LNG as a heavy vehicle fuel in Europe

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Cited by 151 publications
(84 citation statements)
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References 17 publications
(35 reference statements)
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“…The comparison of the LCA GHG emission results of different studies focused on NGVs in China and other countries is shown in Table 9. For the LNG HDT application type, the value of the net GHG reduction rate (NGRR) in this study is 8%, a positive result similar to that obtained in other studies on China and other countries (Arteconi et al 2010;Tu et al 2013b). For the LNG bus application type, the result in this study is 7%, a more pessimistic result than that of other studies specific to China but similar to the findings of studies from other countries (Beer et al 2002;Ercan and Tatari 2015;Lin et al 2015).…”
Section: Comparison Of the Results With Those Of Other Studiescontrasting
confidence: 40%
“…The comparison of the LCA GHG emission results of different studies focused on NGVs in China and other countries is shown in Table 9. For the LNG HDT application type, the value of the net GHG reduction rate (NGRR) in this study is 8%, a positive result similar to that obtained in other studies on China and other countries (Arteconi et al 2010;Tu et al 2013b). For the LNG bus application type, the result in this study is 7%, a more pessimistic result than that of other studies specific to China but similar to the findings of studies from other countries (Beer et al 2002;Ercan and Tatari 2015;Lin et al 2015).…”
Section: Comparison Of the Results With Those Of Other Studiescontrasting
confidence: 40%
“…Referring to the EU condition, Lopez et al (López et al 2009) reported on the greenhouse gas emissions of two different engines using three different fuels, including also compressed natural gas from LNG in Spain. In opposition to what was found for the USA, Arteconi et al (Arteconi et al 2010) concluded for the EU that the upstream emissions for diesel and LNG for use in heavy-duty vehicles were almost identical. The source and transportation distance are key factor for the total environmental burden of the LNG supply chain: some authors (Edwards et al 2006;Kavalov et al 2010) analysed the upstream (emissions before the gas use) LNG emissions for different sending and receiving ports and showed that the transportation distance can double the GHG emissions.…”
Section: Environmental Impacts Of Using Lngmentioning
confidence: 57%
“…3. As far as possible, data for the GWP on the LNG upstream production have been collected according to four categoriesextraction and drying, liquefaction, transport and evaporation--from literature (Tamura et al 2001;Edwards et al 2006;Okamura et al 2007;López et al 2009;Kavalov et al 2010;Arteconi et al 2010;Venkatesh et al 2011;NETL 2012;Safaei et al 2015). The results reported in Fig.…”
Section: Discussionmentioning
confidence: 99%
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“…Arteconi et al [32] found the LNG purchased directly from the regasification terminal enables a 10% reduction in GHG emissions in comparison with diesel, while the emissions produced locally (at the service station) with small-scale plants are comparable with those of diesel in Europe. On the other hand, in the 2008 CARB study [33] referred in [32], it is stated that there was no advantage for the use of LNG in terms of GHG emissions in comparison with diesel: GHG emissions of LNG fuelled heavy-duty vehicles were 6.4% higher than diesel emissions in the USA.…”
Section: Lifecycle Ghg Analysis: Hot Issue For Transportation Fuels Fmentioning
confidence: 99%