Life Cycle Greenhouse Gas Perspective on Exporting Liquefied Natural Gas from the United States

Skone, Timothy J; Cooney, Gregory J.; Jamieson, Matt; Littlefield, James; Marriott, Joe

doi:10.2172/1515272

Cited by 9 publications

(17 citation statements)

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“…GHG emission values for lignite coal (400 gCO 2eq /kWh th ) and hard coal (390 gCO 2eq /kWh th ) are taken from Schuller [128]. The two coal emission factors are weighted into a unified GHG emission value, based on their total global production, according to Skone [129]. The specific GHG emission values in thermal energy units are converted to the average efficiency of thermal power plants used for electricity generation.…”

Section: Ghg Emissions From the Transport Sectormentioning

confidence: 99%

Global Transportation Demand Development with Impacts on the Energy Demand and Greenhouse Gas Emissions in a Climate-Constrained World

et al. 2019

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The pivotal target of the Paris Agreement is to keep temperature rise well below 2 °C above the pre-industrial level and pursue efforts to limit temperature rise to 1.5 °C. To meet this target, all energy-consuming sectors, including the transport sector, need to be restructured. The transport sector accounted for 19% of the global final energy demand in 2015, of which the vast majority was supplied by fossil fuels (around 31,080 TWh). Fossil-fuel consumption leads to greenhouse gas emissions, which accounted for about 8260 MtCO2eq from the transport sector in 2015. This paper examines the transportation demand that can be expected and how alternative transportation technologies along with new sustainable energy sources can impact the energy demand and emissions trend in the transport sector until 2050. Battery-electric vehicles and fuel-cell electric vehicles are the two most promising technologies for the future on roads. Electric ships and airplanes for shorter distances and hydrogen-based synthetic fuels for longer distances may appear around 2030 onwards to reduce the emissions from the marine and aviation transport modes. The rail mode will remain the least energy-demanding, compared to other transport modes. An ambitious scenario for achieving zero greenhouse gas emissions by 2050 is applied, also demonstrating the very high relevance of direct and indirect electrification of the transport sector. Fossil-fuel demand can be reduced to zero by 2050; however, the electricity demand is projected to rise from 125 TWhel in 2015 to about 51,610 TWhel in 2050, substantially driven by indirect electricity demand for the production of synthetic fuels. While the transportation demand roughly triples from 2015 to 2050, substantial efficiency gains enable an almost stable final energy demand for the transport sector, as a consequence of broad electrification. The overall well-to-wheel efficiency in the transport sector increases from 26% in 2015 to 39% in 2050, resulting in a respective reduction of overall losses from primary energy to mechanical energy in vehicles. Power-to-fuels needed mainly for marine and aviation transport is not a significant burden for overall transport sector efficiency. The primary energy base of the transport sector switches in the next decades from fossil resources to renewable electricity, driven by higher efficiency and sustainability.

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Section: Ghg Emissions From the Transport Sectormentioning

confidence: 99%

Global Transportation Demand Development with Impacts on the Energy Demand and Greenhouse Gas Emissions in a Climate-Constrained World

et al. 2019

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“…For example, Abrahams and co-workers compared the life cycle GHG emissions of U.S. LNG against use of coal and Russian gas for power generation in Europe and Asia. The consensus of this and other studies − was that there is potential for significant GHG emissions reductions by displacing coal with U.S. LNG in the power sector. The most recent of these by Mallapragada and co-workers relied on historical operations data to quantify GHG emissions associated with all stages of the gas supply chain including a bottom-up model of gas liquefaction in the United States and LNG shipping.…”

Section: Introductionmentioning

confidence: 78%

Life Cycle Greenhouse Gas Impacts of Coal and Imported Gas-Based Power Generation in the Indian Context

Mallapragada

Naik

Ganesan

et al. 2018

Environ. Sci. Technol.

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Few studies have evaluated the life cycle greenhouse gas (GHG) impacts associated with India's power sector, despite the expectation that it will dominate new thermal generation capacity additions over the coming decades. Here, we utilize India-specific supply chain data to estimate life cycle GHG emissions associated with power generated by combustion of Indian coal and liquefied natural gas (LNG) imported from the United States. Life cycle impacts of domestic coal power vary widely (80% confidence interval (CI): 951−1231 kg CO 2 eq/ MWh) because of heterogeneity in existing power plant characteristics such as efficiency, age, and capacity. Less variability is observed for LNG sourced from northeast United States and used in the existing Indian combined cycle gas turbine (CCGT) fleet (80% CI: 523−648 kg CO 2 eq/MWh). On average, life cycle GHG emissions from LNG imported into India are ∼54% lower than those associated with Indian coal. However, the GHG intensity of the Indian coal-power sector may be reduced by 13% by retiring plants with the lowest efficiencies and replacing them with higherefficiency supercritical plants. Improvement of the CCGT fleet efficiency from its current level (41%) to that of a new plant with an F-class turbine (50%) could reduce life cycle GHG emissions for LNG-sourced power by 19%.

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“…These estimates decrease the median from Heath et al (2014), but demonstrate a more significate upper-end emissions intensity. Abrahams et al (2015) found that liquefaction adds 6.2 g CO2e MJ -1 (2.4 -8.8, 90% CI) to natural gas carbon intensity, based on industry studies and academic literature (Arteconi et al, 2010;Barnett, 2010;Biswas et al, 2011;Cohen, 2013;Hardisty et al, 2012;Heede, 2006;LCFS, 2012;Okamura et al, 2007;Skone et al, 2014Skone et al, , 2012Tamura et al, 2001;Verbeek et al, 2011;Yoon and Yamada, 1999;Yost and DiNapoli, 2003). The Monte Carlo method chosen by Abrahams et al (2015) skews the results to the lower end of the range in the literature, and is justified by increased efficiency demonstrated in later studies.…”

Section: Extraction and Processing Emissionsmentioning

confidence: 99%

“…These transport emissions nearly double if LNG originates on the Pacific coast in Coos Bay, Oregon. When normalizing for SI unit (where 3.6 kWh = 1 MJ), (Corbett and Winebrake, 2008;Heede, 2006;Mokhatab et al, 2013;Skone et al, 2014;Tamura et al, 2001). It is unclear what assumptions are made in the Ecoinvent database for LNG shipping, including electricity loss in conversions.…”

Section: Liquefaction Shipping and Regasification Emissionsmentioning

confidence: 99%

Gas-fired power in the UK: Bridging supply gaps and implications of domestic shale gas exploitation for UK climate change targets

Turk

Reay

Haszeldine

2018

Science of The Total Environment

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There is a projected shortcoming in the fourth carbon budget of 7.5%. This shortfall may be increased if the UK pursues a domestic shale gas industry to offset projected decreases in traditional gas supply. Here we estimate that, if the project domestic gas supply gap for power generation were to be met by UK shale gas with low fugitive emissions (0.08%), an additional 20.4MtCOe would need to be accommodated during carbon budget periods 3-6. We find that a modest fugitive emissions rate (1%) for UK shale gas would increase global emissions compared to importing an equal quantity of Qatari liquefied natural gas. Additionally, we estimate that natural gas electricity generation would emit 420-466MtCOe (460 central estimate) during the same time period within the traded EU emissions cap. We conclude that domestic shale gas production with even a modest 1% fugitive emissions rate would risk exceedance of UK carbon budgets. We also highlight that, under the current production-based greenhouse gas accounting system, the UK is incentivized to import natural gas rather than produce it domestically.

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Life Cycle Greenhouse Gas Perspective on Exporting Liquefied Natural Gas from the United States

Cited by 9 publications

References 0 publications

Global Transportation Demand Development with Impacts on the Energy Demand and Greenhouse Gas Emissions in a Climate-Constrained World

Global Transportation Demand Development with Impacts on the Energy Demand and Greenhouse Gas Emissions in a Climate-Constrained World

Life Cycle Greenhouse Gas Impacts of Coal and Imported Gas-Based Power Generation in the Indian Context

Gas-fired power in the UK: Bridging supply gaps and implications of domestic shale gas exploitation for UK climate change targets

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