Greenhouse gas implications of using coal for transportation: Life cycle assessment of coal-to-liquids, plug-in hybrids, and hydrogen pathways

Jaramillo, Paulina; Samaras, Constantine; Wakeley, Heather; Meisterling, Kyle W

doi:10.1016/j.enpol.2009.03.001

Cited by 90 publications

(50 citation statements)

References 9 publications

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“…Because of China's limited supply of petroleum, it is promoting not only electrified vehicles but also coal-to-liquids -a GHG-intensive way to produce gasoline (Jaramillo et al, 2009). Fuel quality is also different in China.…”

Section: Implications Of Vehicle Electrification For Emissions and Oimentioning

confidence: 99%

Will subsidies drive electric vehicle adoption? Measuring consumer preferences in the U.S. and China

Helveston

Liu

Feit

et al. 2015

Transportation Research Part A: Policy and Practice

314

193

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a b s t r a c tWe model consumer preferences for conventional, hybrid electric, plug-in hybrid electric (PHEV), and battery electric (BEV) vehicle technologies in China and the U.S. using data from choice-based conjoint surveys fielded in 2012-2013 in both countries. We find that with the combined bundle of attributes offered by vehicles available today, gasoline vehicles continue in both countries to be most attractive to consumers, and American respondents have significantly lower relative willingness-to-pay for BEV technology than Chinese respondents. While U.S. and Chinese subsidies are similar, favoring vehicles with larger battery packs, differences in consumer preferences lead to different outcomes. Our results suggest that with or without each country's 2012-2013 subsidies, Chinese consumers are willing to adopt today's BEVs and mid-range PHEVs at similar rates relative to their respective gasoline counterparts, whereas American consumers prefer low-range PHEVs despite subsidies. This implies potential for earlier BEV adoption in China, given adequate supply. While there are clear national security benefits for adoption of BEVs in China, the local and global social impact is unclear: With higher electricity generation emissions in China, a transition to BEVs may reduce oil consumption at the expense of increased air pollution and/or greenhouse gas emissions. On the other hand, demand from China could increase global incentives for electric vehicle technology development with the potential to reduce emissions in countries where electricity generation is associated with lower emissions.

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Section: Implications Of Vehicle Electrification For Emissions and Oimentioning

confidence: 99%

Will subsidies drive electric vehicle adoption? Measuring consumer preferences in the U.S. and China

Helveston

Liu

Feit

et al. 2015

Transportation Research Part A: Policy and Practice

314

193

View full text Add to dashboard Cite

show abstract

“…Thus, for the large quantity of CO 2 that comes from the FT conversion unit only the compression, transport and storage of CO 2 cause additional costs to implement CCS [45].…”

Section: Ccs Capture Rate and Energy Penaltymentioning

confidence: 99%

“…According to Jaramillo et al [45], an additional 80-140 kWh of electricity per ton of compressed CO 2 is consumed to fully capture the CO 2 produced in the GTL plant. CCS technology results in an efficiency penalty of about 10% (e.g., efficiency decreases from about 50% to about 40%) for all NG-to-electricity plants under the fully captured CO 2 situations [49].…”

Section: Ccs Capture Rate and Energy Penaltymentioning

confidence: 99%

Life Cycle GHG of NG-Based Fuel and Electric Vehicle in China

Zhang

et al. 2013

Energies

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This paper compares the greenhouse gas (GHG) emissions of natural gas (NG)-based fuels to the GHG emissions of electric vehicles (EVs) powered with NG-to-electricity in China. A life-cycle model is used to account for full fuel cycle and use-phase emissions, as well as vehicle cycle and battery manufacturing. The reduction of life-cycle GHG emissions of EVs charged by electricity generated from NG, without utilizing carbon dioxide capture and storage (CCS) technology can be 36%-47% when compared to gasoline vehicles. The large range change in emissions reduction potential is driven by the different generation technologies that could in the future be used to generate electricity in China. When CCS is employed in power plants, the GHG emission reductions increase to about 71%-73% compared to gasoline vehicles. It is found that compressed NG (CNG) and liquefied NG (LNG) fuels can save about 10% of carbon as compared to gasoline vehicles. However, gas-to-liquid (GTL) fuel made through the Fischer-Tropsch method will likely lead to a life-cycle GHG emissions increase, potentially 3%-15% higher than gasoline, but roughly equal to petroleum-based diesel. When CCS is utilized, the GTL fueled vehicles emit roughly equal GHG emissions to petroleum-based diesel fuel high-efficient hybrid electric vehicle from the life-cycle perspective.

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“…Studies on the application of CCS technology for coal-burning plants suggest that an extra 80-160 kWh of electricity is required per ton of compressed CO 2 obtained at a CO 2 capture rate of approximately 90% [41,[45][46][47]. We therefore assumed a figure of 140 kWh/t CO 2 , which corresponded to a decrease in the plant's efficiency of 10% (for example from 40% to 30%).…”

Section: Carbon Dioxide Capture and Storage (Ccs) Technologymentioning

confidence: 99%

Life Cycle Greenhouse Gas Analysis of Multiple Vehicle Fuel Pathways in China

et al. 2017

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Abstract:The Tsinghua University Life Cycle Analysis Model (TLCAM) is applied to calculate the life cycle fossil energy consumption and greenhouse gas (GHG) emissions for more than 20 vehicle fuel pathways in China. In addition to conventional gasoline and diesel, these include coal-and gas-based vehicle fuels, and electric vehicle (EV) pathways. The results indicate the following.(1) China's current dependence on coal and relative low-efficiency processes limits the potential for most alternative fuel pathways to decrease energy consumption and emissions; (2) Future low-carbon electricity pathways offer more obvious advantages, with coal-based pathways needing to adopt carbon dioxide capture and storage technology to compete; (3) A well-to-wheels analysis of the fossil energy consumption of vehicles fueled by compressed natural gas and liquefied natural gas (LNG) showed that they are comparable to conventional gasoline vehicles. However, importing rather than domestically producing LNG for vehicle use can decrease domestic GHG emissions by 35% and 31% compared with those of conventional gasoline and diesel vehicles, respectively; (4) The manufacturing and recovery of battery and vehicle in the EV analysis has significant impact on the overall ability of EVs to decrease fossil energy consumption and GHG emissions from ICEVs.

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Greenhouse gas implications of using coal for transportation: Life cycle assessment of coal-to-liquids, plug-in hybrids, and hydrogen pathways

Cited by 90 publications

References 9 publications

Will subsidies drive electric vehicle adoption? Measuring consumer preferences in the U.S. and China

Will subsidies drive electric vehicle adoption? Measuring consumer preferences in the U.S. and China

Life Cycle GHG of NG-Based Fuel and Electric Vehicle in China

Life Cycle Greenhouse Gas Analysis of Multiple Vehicle Fuel Pathways in China

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