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| 1 |
ID:
171363
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| Summary/Abstract |
This paper evaluates the environmental and economic performance of liquefied natural gas (LNG) as a transition fuel to replace diesel in heavy goods vehicles (HGVs). A Well-to-Wheel (WTW) assessment based on real-world HGV drive cycles is performed to determine the life-cycle greenhouse gas (GHG) emissions associated with LNG relative to diesel. The analysis is complemented with a probabilistic approach to determine the total cost of ownership (TCO) across a range of scenarios. The methodologies are validated via a case study of vehicles operating in the UK, using data provided by a large food retailer. The spark-ignited LNG vehicles under study were observed to be 18% less energy efficient than their diesel counterparts, leading to a 7% increase in WTW GHG emissions. However, a reduction of up to 13% is feasible if LNG vehicles reach parity efficiency with diesel. Refuelling at publicly available stations enabled a 7% TCO saving in the nominal case, while development of private infrastructure incurred net costs. The findings of this study highlight that GHG emission reductions from LNG HGVs will only be realised if there are vehicle efficiency improvements, while the financial case for operators is positive only if a publicly accessible refuelling network is available.
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| 2 |
ID:
133156
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2014.
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| Summary/Abstract |
The recent discovery of significant offshore natural gas reserves in the Aphrodite field, south of the island of Cyprus in the Mediterranean Sea, changes the energy landscape in the greater Mediterranean-Middle East-Caucasian Region. In this paper, different alternative locations for the construction and operation of a liquefied natural gas (LNG) terminal station in Cyprus were evaluated, explicitly considering also their connection to the power generation station of Mari and the country×s gateway.
The problem of determining the optimal location for an LNG terminal in Cyprus has been approached using multiple methodological components, which consider environmental and transportation issues, both technocratic in nature, as well as more subjective and based on expert opinion. The first step was a REGIME multi-criteria decision analysis used to prioritize alternative LNG terminal locations. Then, multiple modes (railroad and pipeline) of transportation connections were evaluated and geometric alignments were proposed, considering a multitude of restrictions. Finally an environmental impact assessment based on a structured questionnaire and an expert panel was conducted to validate and assess the impact of the alternative options (combination of location and transportation mode and route). During the evaluation process parameters such as safety, existing infrastructure, and access were also considered.
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| 3 |
ID:
125397
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2013.
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| Summary/Abstract |
The March 2011 nuclear accident at the Fukushima Daiichi nuclear power station affected both short- and long-term energy-security in Japan, resulting in crisis-driven, ad hoc energy policy and, because of the decision to shutter all nuclear reactors, increased the country's demand for fossil fuels, primarily natural gas. However, the effects of the accident on energy security were not restricted to Japan; for example, the worldwide availability and affordability of liquefied natural gas were affected by Japan's increased demand; while the accident itself resulted in the loss of public acceptability of nuclear power and led countries, such as Germany and Italy, to immediately shut down some of the nuclear reactors or abandon plans to build new ones.
This paper examines some of the short-term effects on global energy security following the accident at Fukushima, focusing on the main replacement fuel, liquefied natural gas. It shows, amongst other things, that the accident increased investment in liquefied natural gas projects around the world. The paper shows that despite Fukushima contributing to nuclear power's loss of acceptability in most developed countries, it is still seen as an essential way of improving energy security in many countries and, despite what its critics may say, will probably continue to be used as a significant source of low-carbon electricity.
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| 4 |
ID:
149729
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| Summary/Abstract |
RUSSIAN GAS sold abroad has always competed with pipeline and liquefied commodities from other suppliers. The United States announces that liquefied natural gas (LNG) will soon be exported on a large scale not only to Asia, but also to Europe. Having launched a few major LNG projects, Australia is planning in the short term to enter international markets with considerable volumes of energy products, depriving Qatar of its leadership, which it has been holding for several years among some twenty LNG exporters.
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| 5 |
ID:
112925
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2012.
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| Summary/Abstract |
Natural gas is widely considered to be the crucial "bridging fuel" in the transition to the low-carbon energy systems necessary to mitigate climate change. This paper develops a case study of the shale gas industry in British Columbia (BC), Canada to evaluate this assumption. We find that the transition fuel argument for gas development in BC is unsubstantiated by the best available evidence. Emissions factors for shale gas and LNG remain poorly characterized and contested in the academic literature, and context-specific factors have significant impacts on the lifecycle emissions of shale gas but have not been evaluated. Moreover, while the province has attempted to frame natural gas development within its ambitious climate change policy, this framing misrepresents substantive policy on gas production. The "transition fuel" and "climate solution" labels applied to development by the BC provincial government risk legitimizing carbon-intensive gas development. We argue that policy makers in BC and beyond should abandon the "transition fuel" characterization of natural gas. Instead, decision making about natural gas development should proceed through transparent engagement with the best available evidence to ensure that natural gas lives up to its best potential in supporting a transition to a low-carbon energy system.
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| 6 |
ID:
166728
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| Summary/Abstract |
Shipping is a significant contributor to global greenhouse gas (GHG) and air pollutant emissions. This study uses a life cycle assessment to compare emissions from domestic and imported liquefied natural gas (LNG), and heavy-fuel oil (HFO) for marine shipping. The findings show that only high-pressure dual-fuel (HPDF) engines robustly reduce well-to-wake GHG emissions by 10% compared with their HFO-fuelled counterparts. This engine technology is only available for large low-speed engines used in ocean-going vessels (OGVs). For smaller vessels, such as ferries, the current deployment of medium speed low-pressure dual-fuel (MS-LPDF) and lean burn spark ignition (LBSI) gas engines cannot reliably reduce GHG emissions. This is primarily due to the high levels of methane slip from these engines. For air pollution reduction, gas engines are found to be an effective means of reducing nitrogen oxides, sulphur oxides and, particulate matter without any additional engine aftertreatment. The HPDF engines, however, need aftertreatment or exhaust gas recirculation to meet the International Maritime Organization Tier III regulations. Sulphur controls, such as the 2020 act, move to limit sulphur to 0.5% globally. However, this will increase the cost of the HFO used by most OGVs, enhancing the economic case for natural gas fuel.
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| 7 |
ID:
177348
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| Summary/Abstract |
Nearly one-quarter of global greenhouse gas emissions are from the transport sector and around 30% of this are from road freight transport. Seeking to diversify the energy matrix and to reduce air pollution, we studied performance, emissions, and advantages/disadvantages of several alternative fuels compared to the conventional one (Diesel). This paper aims to analyze the driver's view about the use of Liquefied Natural Gas (LNG) in freight transport and set policy recommendations about it. A survey was conducted through a structure questionnarie in São Paulo (Brazil) to evaluate different aspects related to truck drivers in the use of LNG fuel technology. The results show that despite the lack of knowledge on LNG trucks, most of the respondents related it to an environmentally friendly and more economic option. Despite the higher purchase price, 68% of them would pay a loan for a longer period to acquire the technology. The main aspect about buying a conventional truck is safety (22.4%), however for LNG trucks, a tax reduction (23.1%) is the most crucial one. Lack of knowledge is a considerable barrier to the introduction of LNG for freight transport regarding technology, performance, prices, maintenance, and safety, which represent uncertainty when acquiring the technology.
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