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.


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    Titel :

    What is the best fuel for long haul trucks in the EU from a CO2 perspective? -LNG versus other fuel alternatives


    Beteiligte:
    Kofod, Max (Autor:in) / Hartman, S. (Autor:in)


    Erscheinungsdatum :

    2013


    Format / Umfang :

    18 Seiten, 3 Bilder, 3 Tabellen, 20 Quellen


    Medientyp :

    Aufsatz (Konferenz)


    Format :

    Datenträger


    Sprache :

    Englisch





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