Natural gas as vehicle fuel in China: A review

Hao, Han; Liu, Zongwei; Zhao, Fuquan; Li, Weiqi

doi:10.1016/j.rser.2016.05.015

Cited by 111 publications

(63 citation statements)

References 37 publications

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“…Benefitting from China's west-east gas pipeline project (Fig. 1), PM emissions in Shanghai have been cut immensely as there are 7.5 million gas users, including more than 5000 industrial users, and 80 % of city taxies are fueled by gas (Hao et al, 2016;Huo et al, 2013). In conclusion, the results from field measurements and satellite observations in Fig.…”

Section: Interannual Variationsmentioning

confidence: 88%

Assessment of carbonaceous aerosols in Shanghai, China – Part 1: long-term evolution, seasonal variations, and meteorological effects

et al. 2017

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Abstract. Carbonaceous aerosols are major chemical components of fine particulate matter (PM 2.5 ) with major impacts on air quality, climate change, and human health. Gateway to fast-rising China and home of over twenty million people, Shanghai throbs as the nation's largest mega city and the biggest industrial hub. From July 2010 to December 2014, hourly mass concentrations of ambient organic carbon (OC) and elemental carbon (EC) in the PM 2.5 fraction were quasi-continuously measured in Shanghai's urban center. The annual OC and EC concentrations (mean ±1σ ) in 2013 (8.9 ± 6.2 and 2.6 ± 2.1 µg m −3 , n = 5547) and 2014 (7.8 ± 4.6 and 2.1 ± 1.6 µg m −3 , n = 6914) were higher than those of 2011 (6.3 ± 4.2 and 2.4 ± 1.8 µg m −3 , n = 8039) and 2012 (5.7 ± 3.8 and 2.0 ± 1.6 µg m −3 , n = 4459). We integrated the results from historical field measurements (1999)(2000)(2001)(2002)(2003)(2004)(2005)(2006)(2007)(2008)(2009)(2010)(2011)(2012) and satellite observations (2003)(2004)(2005)(2006)(2007)(2008)(2009)(2010)(2011)(2012)(2013), concluding that carbonaceous aerosol pollution in Shanghai has gradually reduced since 2006. In terms of monthly variations, average OC and EC concentrations ranged from 4.0 to 15.5 and from 1.4 to 4.7 µg m −3 , accounting for 13.2-24.6 and 3.9-6.6 % of the seasonal PM 2.5 mass (38.8-94.1 µg m −3 ), respectively. The concentrations of EC (2.4, 2.0, 2.2, and 3.0 µg m −3 in spring, summer, fall, and winter, respectively) showed little seasonal variation (except in winter) and weekend-weekday dependence, indicating EC is a relatively stable constituent of PM 2.5 in the Shanghai urban atmosphere. In contrast to OC (7.3, 6.8, 6.7, and 8.1 µg m −3 in spring, summer, fall, and winter, respectively), EC showed marked diurnal cycles and correlated strongly with CO across all seasons, confirming vehicular emissions as the dominant source of EC at the targeted site. Our data also reveal that both OC and EC showed concentration gradients as a function of wind direction (WD) and wind speed (WS), generally with higher values associated with winds from the southwest, west, and northwest. This was consistent with their higher potential as source areas, as determined by the potential source contribution function (PSCF) analysis. A common high-potential source area, located along the middle and lower reaches of the Yangtze River instead of northern China, was pinpointed during all seasons. These results demonstrate that the measured carbonaceous aerosolsPublished by Copernicus Publications on behalf of the European Geosciences Union.

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Section: Interannual Variationsmentioning

confidence: 88%

Assessment of carbonaceous aerosols in Shanghai, China – Part 1: long-term evolution, seasonal variations, and meteorological effects

et al. 2017

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“…Because NG is clean burning and confers power supply advantages, NG fuel is a viable alternative to traditional gasoline/diesel fuel (Hao et al 2016;Khan et al 2015;Osorio-Tejada et al 2015). In recent years, China has increased its efforts to reduce transportation emissions and to reduce the dependence on foreign oil by using NG fuel and by developing natural gas vehicles (NGVs) (see Table 1).…”

Section: Introductionmentioning

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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“…Hao et al said that one of the most effective strategies toward sustainable transportation is the promotion of natural gas vehicles with LNG as a very promising alternative. Compared to diesel vehicles, LNG vehicles tailpipe emissions can be more successfully controlled [40]. It is also important to notice that LNG powered heavy duty vehicles emit significantly less fine particles, which have a negative effect on human health, than conventional trucks [41].…”

Section: Ecological Aspectsmentioning

confidence: 99%

Fuel Switch to LNG in Heavy Truck Traffic

et al. 2019

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Liquefied natural gas (LNG) use as a fuel in road and maritime traffic has increased rapidly, and it is slowly entering railroad traffic as well. The trend was pushed by the state administrations of mainly EU countries and international organizations seeing LNG as a cost-effective and environmentally friendly alternative to diesel. Different infrastructural projects for the widespread use of LNG in transport have been launched around the world. The main goal of this paper was to analyze use of LNG as a fuel for heavy trucks. Different aspects of LNG chain were analyzed along with economical and ecological benefits of LNG application. Filling stations network for LNG were described for the purpose of comparative analysis of diesel and LNG heavy trucks. Conclusion has shown that using LNG as propellant fuel has numerous advantages over the use of conventional fuels. The higher initial investment of the LNG road vehicles could be amortized in their lifetime use, and in the long-term they are more affordable than the classic diesel vehicles. In addition to cost-effectiveness, LNG road vehicles reduce CO2 emissions. Therefore, the environmental goals in transport, not only of the member states but worldwide, could not be met without LNG in heavy truck traffic.

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Natural gas as vehicle fuel in China: A review

Cited by 111 publications

References 37 publications

Assessment of carbonaceous aerosols in Shanghai, China – Part 1: long-term evolution, seasonal variations, and meteorological effects

Assessment of carbonaceous aerosols in Shanghai, China – Part 1: long-term evolution, seasonal variations, and meteorological effects

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

Fuel Switch to LNG in Heavy Truck Traffic

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