Based on the data used in this report, greenhouse gas savings of up to 20 % would be possible in Europe if LNG were to be used in efficient natural gas engines. Some OEMs claim that such engine technologies already exist today. This 20 % emission saving is achievable on the basis of the fuel carbon intensity (FCI) but also on a Well-to-Wheels basis. Imported LNG could be used, avoiding the need for liquefaction capacity to be constructed within Europe. Based on this 20 % FCI advantage over diesel, approximately 5 mtpa LNG would be needed to avoid the emissions from 1 mtpa diesel. This means that <10 mtpa LNG would be needed to achieve a 1% reduction of FCI emissions in the on-road diesel market. This is around 15 % of the LNG imported on an annual basis (based on 2012 data) and would require about 10 % of the diesel consumed by trucks in the EU to be substituted. There are several other fuel pathways that are able to achieve a reduction in emissions but the amounts of the fuels that are expected to be available are limited by the availability of feedstocks and practical blending constraints. With a maximum of 7 % FAME permitted in diesel, FCI savings of around 3.5 % would be possible. Once LNG is established as a truck fuel, it might be possible to blend biomethane into this LNG as an alternative biofuels option. LNG therefore represents a practical way of delivering greenhouse gas savings in the area of truck fuels.
What is the best fuel for long haul trucks in the EU from a CO2 perspective? -LNG versus other fuel alternatives
2013
18 Seiten, 3 Bilder, 3 Tabellen, 20 Quellen
Aufsatz (Konferenz)
Datenträger
Englisch
Novel Concept of Long-Haul Trucks Powered by Hydrogen Fuel Cells
Springer Verlag | 2012
|Novel concept of long-haul trucks powered by hydrogen fuel cells
Kraftfahrwesen | 2012
|Market Potential of Fuel Cell Auxiliary Power Units in Long-Haul Trucks
British Library Conference Proceedings | 2005
|