Fuel-Cycle Greenhouse Gas Emissions Impacts of Alternative Transportation Fuels and Advanced Vehicle Technologies

Cost of ownership and well-to-wheels carbon emissions/oil use of alternative fuels and advanced light-duty vehicle technologies

As the population and economy continue to grow globally, demand for energy will continue to grow. The transportation sector relies solely on petroleum for its energy supply. The United States and China are the top two oil-importing countries. A major issue both countries face and are addressing is energy insecurity as a result of the demand for liquid fuels. Improvements in the energy efficiency of vehicles and the substitution of petroleum fuels with alternative fuels can help contain growth in the demand for transportation oil. Although most alternative transportation fuels — when applied to advanced vehicle technologies — can substantially reduce greenhouse emissions, coal-based liquid fuels may increase greenhouse gas emissions by twice as much as gasoline. Such technologies as carbon capture and storage may need to be employed to manage the greenhouse gas emissions of coal-based fuels. At present, there is no ideal transportation fuel option to solve problems related to transportation energy and greenhouse gas emissions. To solve these problems, research and development efforts are needed for a variety of transportation fuel options and advanced vehicle technologies.

Evaluating automobile fuel/propulsion system technologies

Background Climate change has become a concern of both policy makers and consumers. Transportation constitutes a key source of greenhouse gas (GHG) emissions; hence, alternative transportation fuels with reduced GHG emissions are of increasing interest as a potential strategy for decreasing emissions. However, consumer views on achieving emission reductions through the use of alternative fuels have not been widely studied. Understanding consumer preferences related to alternative fuels is relevant as new fuel options become available. Methods This study uses a two-step cluster analysis of opinion variables to segment consumers into four market segments (Potential activists, Environmentals, Neutrals, and National interests). Cluster profiles are examined based on demographics and opinion variables related to concerns about national security, food versus fuel, perceived effects of personal actions, perceived effects of other's actions, and environmental issues. Willingness to pay (WTP) for reductions in GHG emissions through purchases of ethanol blends is estimated via conjoint analysis from a national survey. Results Estimates reveal that WTP varies in significance and magnitude across the four segments. In particular, the Environmentals market cluster is the only cluster consistently willing to pay a premium for emission reductions. Conclusions Market opinion clusters play a significant role in WTP for emission reductions through purchases of E85. Results suggest the existence of a potential niche market consisting of consumers with strong environmental concerns who are willing to pay a premium for renewable fuels in order to reduce GHG emissions.

Environmental impacts and behavioral drivers of deep decarbonization for transportation through electric vehicles

This is the first study to provide a systematic monetary benefit matrix, including greenhouse gas (GHG) emissions reduction benefits and air pollution reduction health co-benefits, for a change in on-the-road transport to low-carbon types. The benefit transfer method is employed to estimate the social cost of carbon and the health co-benefits via impact pathway analysis in Taiwan. Specifically, the total emissions reduction benefits from changing all internal combustion vehicles to either hybrid electric vehicles, plug-in hybrid electric vehicles, or electric vehicles would generate an average of USD 760 million from GHG emissions reduction and USD 2091 million from health co-benefits based on air pollution reduction, for a total benefit of USD 2851 million annually. For a change from combustion scooters to light- or heavy-duty electric scooters, the average GHG emissions reduction benefits would be USD 96.02 million, and the health co-benefits from air pollution reduction would be USD 1008.83 million, for total benefits of USD 1104.85 million annually.

Electrified vehicles, including plug-in hybrid electric vehicles (PHEVs) and battery electric vehicles (BEVs), have the potential to reduce greenhouse gas (GHG) emissions from personal transportation by shifting energy demand from gasoline to electricity. GHG reduction potential depends on vehicle design, adoption, driving and charging patterns, charging infrastructure, and electricity generation mix. We construct an optimization model to study these factors by determining optimal design of conventional vehicles (CVs), hybrid electric vehicles (HEVs), PHEVs, and BEVs and optimal allocation of vehicle designs and charging infrastructure in the fleet for minimum lifecycle GHG emissions over a range of scenarios. We focus on vehicles with similar size and acceleration to a Toyota Prius under urban EPA driving conditions. We find that under today’s U.S. average grid mix, the vehicle fleet allocated for minimum GHG emissions includes HEVs and PHEVs with ~30 miles (48 km) of electric range. Allocating only CVs, HEVs, PHEVs, or BEVs will produce 86%, 1%, 0%, or 13+% more life cycle GHG emissions, respectively. Unlike BEVs, PHEVs do consume some gasoline; however, PHEVs can power a large portion of vehicle miles on electrical energy while accommodating infrequent long trips without need for a large battery pack, with its corresponding production and weight implications. Availability of workplace charging for 90% of vehicles optimistically reduces optimized GHG emissions by 0.5%. Under decarbonized grid scenarios, larger battery packs are more competitive and reduce life cycle GHG emissions significantly. Future work will relax modeling assumptions and address life cycle cost and cost-effectiveness of GHG reductions.

On 13 April 2018, the International Maritime Organization (IMO) published an initial strategy on reduction of greenhouse gas (GHG) emissions from ships. The ambitious vision of this strategy is to reduce the total annual GHG emissions from international shipping by at least 50% by 2050 compared to 2008. One of the solutions to achieve this vision is to operate vessels on alternative marine fuels that generate less or no GHG emissions, like liquefied natural gas (LNG), hydrogen, ammonia, methanol, ethanol, biofuel, synthetic fuel, electricity (produced by battery), and so on. The challenge is that each alternative fuel has its own characteristic on various aspects. For instance, some alternative fuels may generate no GHG emission but can have higher risk than conventional marine fuel. Other alternative fuels may generate no GHG emission with relatively low risk, but the capital and/or operational expenditure can be significantly higher than other fuels. The main objective of this paper is to explore the properties of selected alternative marine fuels and to emphasize the necessity of integrated evaluation of them. It is concluded that the alternative marine fuels need to be comprehensively evaluated with respect to environmental impact, risk to human, and business value.

Life-Cycle Analysis of Fuels and Vehicle Technologies

The European Union (EU) ambitious targets planned for 2050, are demanding for zero greenhouse gas (GHG) emissions. In this context, member countries governments, large companies and SMEs are working to meet their products, services and goods to these new requirements. EU has emphasized measures to mitigate emissions in the transport sector, which represents a quarter of GHG emissions. Therefore, the development of vehicles powered by alternative fuels such as natural gas, liquefied petroleum gas and electricity, has been spectacular in recent years. However, alternative second-generation fuels are being developed. They are called renewable gases such as biomethane, hydrogen and syngas which further reduce GHG emissions. The aim of renewable gases is to remove CO2 from the feedstock and/or the production processes, which presents a wide range of R&D opportunities. There are still many barriers such as the high price of vehicles, the availability of refuelling points in large cities and transport corridors, the confidence of all stakeholders in these technologies, the development of low emissions policies and the Administration’s support for fleet renew. Therefore, it is essential to develop R&D projects to minimize emissions and try to reduce the overall costs (production, transport and supply) of renewable gases. Currently, the price of natural gas for vehicles is 60% lower than gasoline 95 and 40% lower than diesel per 100 km. These trade margin are a firm argument for the development of renewable gases for sustainable mobility and for their injection into the grid. This Chapter analyses the state of the art and the necessary lines of research in order to efficiently apply renewable gases to sustainable mobility.KeywordsRenewable gasBiomethaneHydrogenSyngasSustainable mobilityBiogasCO2 emissions

Cost-effectiveness analysis of inducing green vehicles to achieve deep reductions in greenhouse gas emissions in New Zealand

Well-to-wheel greenhouse gas emissions of electric versus combustion vehicles from 2018 to 2030 in the US

Reducing greenhouse gas (GHG) emissions in the transport sector is one of the biggest challenges in the German energy transition. Furthermore, sustainable development does not stop with reducing GHG emissions. Other environmental, social and economic aspects should not be neglected. Thus, here a comprehensive sustainability assessment for passenger vehicles is conducted for 2020 and 2050. The discussed options are an internal combustion engine vehicle (ICEV) fuelled with synthetic biofuel and fossil gasoline, a battery electric vehicle (BEV) with electricity from wind power and electricity mix Germany and a fuel cell electric vehicle (FCEV) with hydrogen from wind power. The life cycle-based assessment entails 13 environmental indicators, one economic and one social indicator. For integrated consideration of the different indicators, the MCDA method Technique for Order Preference by Similarity to Ideal Solution (TOPSIS) is chosen. For the assessment, a consistent assessment framework, i.e. background scenario and system boundaries, and a detailed modelling of vehicle production, fuel supply and vehicle use are the cornerstones. The BEV with wind power is the most sustainable option in 2020 as well as in 2050. While in 2020, the second rank is taken by the ICEV with synthetic biofuel from straw and the last rank by the FCEV, in 2050 the FCEV is the runner-up. With the help of MCDA, transparent and structured guidance for decision makers in terms of sustainability assessment of motorized transport options is provided.Graphical abstract

<div class="htmlview paragraph">A vehicle-cycle module of the Greenhouse gases, Regulated Emissions, and Energy use in Transportation (GREET) model has been developed at Argonne National Laboratory. The fuel-cycle GREET model has been published extensively and contains data on fuel-cycles and vehicle operation. The vehicle-cycle module evaluates the energy and emission effects of vehicle material recovery and production, vehicle component fabrication, vehicle assembly, and vehicle disposal/recycling. The addition of the vehicle-cycle module to the GREET model provides a comprehensive lifecycle-based approach to compare energy use and emissions of conventional vehicle technologies and advanced vehicle technologies such as hybrid electric vehicles and fuel cell vehicles.</div> <div class="htmlview paragraph">Using the newly developed vehicle-cycle module, this paper evaluates on a vehicle-cycle basis the energy use, greenhouse gas emissions, and selected air pollutant emissions of a mid-size passenger car with the following powertrain systems - internal combustion engine, internal combustion engine with hybrid configuration, and fuel cell with hybrid configuration. We found that the production of materials accounts for a majority of the vehicle-cycle energy use and emissions of all the vehicles examined. The energy use and greenhouse gas emissions increase for the advanced powertrain vehicles compared to the internal combustion engine vehicles, due to the use of energy-intensive materials in the fuel cell system of the fuel cell vehicle and the increased use of aluminum in both the hybrid electric vehicle and the fuel cell vehicle. In addition, the use of materials such as aluminum and carbon fiber composites increases the energy use and greenhouse gas emissions of lightweight vehicles.</div> <div class="htmlview paragraph">Furthermore, in order to put vehicle-cycle results into a broad perspective, the fuel-cycle GREET model is used in conjunction with the vehicle-cycle module to estimate total energy-cycle results. Materials used to reduce the weight of a vehicle help improve fuel economy, and reduce the energy use and GHG emissions of the fuel-cycle and vehicle operation stages; however, production of lightweight materials is energy-intensive compared to production of conventional materials. However, when examining energy use and emissions on the total energy-cycle basis, our simulations show that in terms of reducing total energy use and emissions, there can be a significant net benefit from substituting lightweight materials.</div>

The rapid growth of vehicle sales and usage has highlighted the need for greenhouse gas (GHG) emission reduction in Macau, a special administrative region (SAR) of China. As the most primary vehicle type, light-duty vehicles (LDV, including light-duty gasoline vehicles (LDGVs) and light-duty diesel vehicles (LDDVs)) play a key role in promoting the GHG reduction and development of green transportation system in Macau. This study, on the basis of real-world tested and statistical data, firstly performed a streamlined life-cycle assessment (SLCA) on LDVs, to evaluate the potential GHG emissions and reduction through shifting to hybrid electric vehicles (HEVs) and electric vehicles (EVs). The results show that the mean GHG emissions from the LDGVs, LDDVs, and HEVs per 100 km were 25.16, 20.30, and 15.00 kg CO2 eq, respectively. Under the current electricity mix in Macau, EVs with the emissions of 12.39 kg CO2 eq/100 km can achieve a significant GHG emission reduction of LDVs in Macau. The total GHG emissions from LDVs increased from 124.99 to 247.82 thousand metric tons over the periods 2001–2014, with a 5.42% annual growth rate. A scenario analysis indicated that the development of HEVs and EVs—especially EVs—has the potential to control the GHG emissions from LDVs. Under the electricity mix of natural gas (NG) and solar energy (SE), the GHG emissions from EVs would drop by about 22 and 28%, respectively, by 2030. This study develops a useful approach to evaluate the potential GHG emissions and its reduction strategies in Macau. All the obtained results could be useful for decision makers, providing robust support for drawing up an appropriate plan for improving green transportation systems in Macau.