The Experts below are selected from a list of 2142 Experts worldwide ranked by ideXlab platform

Patrick E. Meyer - One of the best experts on this subject based on the ideXlab platform.

  • Energy use and emissions from marine vessels: a total fuel life cycle approach.
    Journal of The Air & Waste Management Association, 2012
    Co-Authors: James J. Winebrake, James J. Corbett, Patrick E. Meyer
    Abstract:

    Abstract Regional and global air pollution from marine transportation is a growing concern. In discerning the sources of such pollution, researchers have become interested in tracking where along the total fuel life cycle these emissions occur. In addition, new efforts to introduce alternative fuels in marine vessels have raised questions about the energy use and environmental impacts of such fuels. To address these issues, this paper presents the Total Energy & Emissions Analysis for Marine Systems (TEAMS) model. TEAMS can be used to analyze total fuel life cycle emissions and energy use from marine vessels. TEAMS captures “well-to-hull” emissions, that is, emissions along the entire fuel pathway, including extraction, processing, distribution, and use in vessels. TEAMS conducts analyses for six fuel pathways: (1) petroleum to residual oil, (2) petroleum to conventional Diesel, (3) petroleum to low-sulfur Diesel, (4) natural gas to compressed natural gas, (5) natural gas to Fischer-Tropsch Diesel, and (6...

  • Energy use and emissions from marine vessels: a total fuel life cycle approach.
    Journal of The Air & Waste Management Association, 2012
    Co-Authors: James J. Winebrake, James J. Corbett, Patrick E. Meyer
    Abstract:

    Abstract Regional and global air pollution from marine transportation is a growing concern. In discerning the sources of such pollution, researchers have become interested in tracking where along the total fuel life cycle these emissions occur. In addition, new efforts to introduce alternative fuels in marine vessels have raised questions about the energy use and environmental impacts of such fuels. To address these issues, this paper presents the Total Energy & Emissions Analysis for Marine Systems (TEAMS) model. TEAMS can be used to analyze total fuel life cycle emissions and energy use from marine vessels. TEAMS captures “well-to-hull” emissions, that is, emissions along the entire fuel pathway, including extraction, processing, distribution, and use in vessels. TEAMS conducts analyses for six fuel pathways: (1) petroleum to residual oil, (2) petroleum to conventional Diesel, (3) petroleum to low-sulfur Diesel, (4) natural gas to compressed natural gas, (5) natural gas to Fischer-Tropsch Diesel, and (6...

  • Total Fuel-Cycle Analysis of Heavy-Duty Vehicles Using Biofuels and Natural Gas-Based Alternative Fuels
    Journal of the Air & Waste Management Association, 2011
    Co-Authors: Patrick E. Meyer, James J. Corbett, Erin H. Green, Carl Mas, James J. Winebrake
    Abstract:

    ABSTRACT Heavy-duty vehicles (HDVs) present a growing energy and environmental concern worldwide. These vehicles rely almost entirely on Diesel fuel for propulsion and create problems associated with local pollution, climate change, and energy security. Given these problems and the expected global expansion of HDVs in transportation sectors, industry and governments are pursuing biofuels and natural gas as potential alternative fuels for HDVs. Using recent lifecycle datasets, this paper evaluates the energy and emissions impacts of these fuels in the HDV sector by conducting a total fuel-cycle (TFC) analysis for Class 8 HDVs for six fuel pathways: (1) petroleum to ultra low sulfur Diesel; (2) petroleum and soyoil to bioDiesel (methyl soy ester); (3) petroleum, ethanol, and oxygenate to e-Diesel; (4) petroleum and natural gas to Fischer–Tropsch Diesel; (5) natural gas to compressed natural gas; and (6) natural gas to liquefied natural gas. TFC emissions are evaluated for three greenhouse gases (GHGs) (carb...

  • A Total Fuel Life-Cycle Analysis of Energy Use and Emissions from Marine Vessels
    2007
    Co-Authors: James J. Winebrake, James J. Corbett, Patrick E. Meyer
    Abstract:

    This work evaluates the total fuel life-cycle energy use and emissions associated with marine transportation using a newly developed model, called the Total Energy & Emissions Analysis for Marine Systems (TEAMS) model. TEAMS captures “well-to-hull” emissions—that is, emissions along the entire fuel pathway, including extraction, processing, distribution, and use in vessels. TEAMS is able to conduct this analysis for six fuel pathways: (1) petroleum to residual oil; (2) petroleum to conventional Diesel; (3) petroleum to low-sulfur Diesel; (4) natural gas to compressed natural gas; (5) natural gas to Fischer-Tropsch Diesel; and, (6) soybeans to bioDiesel. Results include total fuel life-cycle energy use and emissions of the following pollutants: greenhouse gases (carbon dioxide, nitrous oxide, and methane), volatile organic compounds, carbon monoxide, nitrogen oxides, particulate matter, and sulfur oxides. This paper demonstrates TEAMS and provides example modeling results for three case studies using alternative fuels: a passenger ferry, a tanker vessel, and a container ship. A more complete version of this paper is expected to be published in the January 2007 issue of the Journal of the Air and Waste Management Association.

Lars J. Pettersson - One of the best experts on this subject based on the ideXlab platform.

  • Autothermal reforming of Fischer–Tropsch Diesel over alumina and ceria–zirconia supported catalysts
    Fuel, 2013
    Co-Authors: Angélica V. González, Xanthias Karatzas, Lars J. Pettersson
    Abstract:

    Autothermal reforming (ATR) of synthetic Fischer-Tropsch Diesel has been carried out to evaluate the fuel reformer and the catalyst performance at realistic operating conditions. Hydrogen was produ ...

  • hydrogen generation from n tetradecane low sulfur and fischer tropsch Diesel over rh supported on alumina doped with ceria lanthana
    Catalysis Today, 2011
    Co-Authors: Xanthias Karatzas, Derek Creaser, Ann W Grant, Jazaer Dawody, Lars J. Pettersson
    Abstract:

    The present study demonstrates the use of rhodium-based monolithic catalyst for onboard reforming of Diesel fuels. Experimental results from hydrogen generation of n-tetradecane, low-sulfur and Fischer-Tropsch Diesel, via autothermal reforming (ATR), were acquired with a catalyst consisting of 3 wt% Rh supported on alumina doped with Ce/La. The catalyst was prepared by impregnation using the incipient wetness technique, and deposited onto a 400 cpsi cordierite monolith. Furthermore, the catalyst was tested over ranges of oxygen-to-carbon and water-to-carbon feed ratios, both in a bench-scale and a full-scale reactor. Fresh powder samples of the catalyst were characterized by XRD, N-2-BET, H-2 chemisorption, H-2-TPR and XPS analyses. The activity results showed that high fuel conversions and hydrogen production could be achieved with 3 wt% Rh for all fuels. Furthermore, the highest formation of CO and C2H4 was found in the product gas stream from the low-sulfur Diesel. In addition, partial oxidation and steam reforming reactions were identified by closely studying the distribution of the analyzed product gas composition and the temperature measurements. The characterization results showed the presence of finely dispersed Rh particles in the support. Furthermore, bulk and surface rhodium oxides were detected, which have been suggested to be one of the major active phases for ATR of Diesel. Bulk and surface cerium oxides (CeO2) and surface La in the dispersed phase were also found to be present in the catalyst composition. These promoters are believed to improve the catalyst activity and durability.

W C Turkenburg - One of the best experts on this subject based on the ideXlab platform.

  • fischer tropsch Diesel production in a well to wheel perspective a carbon energy flow and cost analysis
    Energy Conversion and Management, 2009
    Co-Authors: Oscar Van Vliet, Andre Faaij, W C Turkenburg
    Abstract:

    We calculated carbon and energy balances and costs of 14 different Fischer–Tropsch (FT) fuel production plants in 17 complete well-to-wheel (WTW) chains. The FT plants can use natural gas, coal, biomass or mixtures as feedstock. Technical data, and technological and economic assumptions for developments for 2020 were derived from the literature, recalculating to 2005 euros for (capital) costs. Our best-guess WTW estimates indicate BTL production costs break even when oil prices rise above $75/bbl, CTL above $60/bbl and GTL at $36/bbl. CTL, and GTL without carbon capture and storage (CCS), will emit more CO2 than Diesel from conventional oil. Driving on fuel from GTL with CCS may reduce GHG emissions to around 123 g CO2/km. Driving on BTL may cause emissions of 32–63 g CO2/km and these can be made negative by application of CCS. It is possible to have net climate neutral driving by combining fuels produced from fossil resources with around 50% BTL with CCS, if biomass gasification and CCS can be made to work on an industrial scale and the feedstock is obtained in a climate-neutral manner. However, the uncertainties in these numbers are in the order of tens of percents, due to uncertainty in the data for component costs, variability in prices of feedstocks and by-products, and the GHG impact of producing biomass.

  • Fischer–Tropsch Diesel production in a well-to-wheel perspective: a carbon, energy flow and cost analysis
    Energy Conversion and Management, 2009
    Co-Authors: Oscar Van Vliet, Andre Faaij, W C Turkenburg
    Abstract:

    We calculated carbon and energy balances and costs of 14 different Fischer–Tropsch (FT) fuel production plants in 17 complete well-to-wheel (WTW) chains. The FT plants can use natural gas, coal, biomass or mixtures as feedstock. Technical data, and technological and economic assumptions for developments for 2020 were derived from the literature, recalculating to 2005 euros for (capital) costs. Our best-guess WTW estimates indicate BTL production costs break even when oil prices rise above $75/bbl, CTL above $60/bbl and GTL at $36/bbl. CTL, and GTL without carbon capture and storage (CCS), will emit more CO2 than Diesel from conventional oil. Driving on fuel from GTL with CCS may reduce GHG emissions to around 123 g CO2/km. Driving on BTL may cause emissions of 32–63 g CO2/km and these can be made negative by application of CCS. It is possible to have net climate neutral driving by combining fuels produced from fossil resources with around 50% BTL with CCS, if biomass gasification and CCS can be made to work on an industrial scale and the feedstock is obtained in a climate-neutral manner. However, the uncertainties in these numbers are in the order of tens of percents, due to uncertainty in the data for component costs, variability in prices of feedstocks and by-products, and the GHG impact of producing biomass.

James J. Winebrake - One of the best experts on this subject based on the ideXlab platform.

  • Energy use and emissions from marine vessels: a total fuel life cycle approach.
    Journal of The Air & Waste Management Association, 2012
    Co-Authors: James J. Winebrake, James J. Corbett, Patrick E. Meyer
    Abstract:

    Abstract Regional and global air pollution from marine transportation is a growing concern. In discerning the sources of such pollution, researchers have become interested in tracking where along the total fuel life cycle these emissions occur. In addition, new efforts to introduce alternative fuels in marine vessels have raised questions about the energy use and environmental impacts of such fuels. To address these issues, this paper presents the Total Energy & Emissions Analysis for Marine Systems (TEAMS) model. TEAMS can be used to analyze total fuel life cycle emissions and energy use from marine vessels. TEAMS captures “well-to-hull” emissions, that is, emissions along the entire fuel pathway, including extraction, processing, distribution, and use in vessels. TEAMS conducts analyses for six fuel pathways: (1) petroleum to residual oil, (2) petroleum to conventional Diesel, (3) petroleum to low-sulfur Diesel, (4) natural gas to compressed natural gas, (5) natural gas to Fischer-Tropsch Diesel, and (6...

  • Energy use and emissions from marine vessels: a total fuel life cycle approach.
    Journal of The Air & Waste Management Association, 2012
    Co-Authors: James J. Winebrake, James J. Corbett, Patrick E. Meyer
    Abstract:

    Abstract Regional and global air pollution from marine transportation is a growing concern. In discerning the sources of such pollution, researchers have become interested in tracking where along the total fuel life cycle these emissions occur. In addition, new efforts to introduce alternative fuels in marine vessels have raised questions about the energy use and environmental impacts of such fuels. To address these issues, this paper presents the Total Energy & Emissions Analysis for Marine Systems (TEAMS) model. TEAMS can be used to analyze total fuel life cycle emissions and energy use from marine vessels. TEAMS captures “well-to-hull” emissions, that is, emissions along the entire fuel pathway, including extraction, processing, distribution, and use in vessels. TEAMS conducts analyses for six fuel pathways: (1) petroleum to residual oil, (2) petroleum to conventional Diesel, (3) petroleum to low-sulfur Diesel, (4) natural gas to compressed natural gas, (5) natural gas to Fischer-Tropsch Diesel, and (6...

  • Total Fuel-Cycle Analysis of Heavy-Duty Vehicles Using Biofuels and Natural Gas-Based Alternative Fuels
    Journal of the Air & Waste Management Association, 2011
    Co-Authors: Patrick E. Meyer, James J. Corbett, Erin H. Green, Carl Mas, James J. Winebrake
    Abstract:

    ABSTRACT Heavy-duty vehicles (HDVs) present a growing energy and environmental concern worldwide. These vehicles rely almost entirely on Diesel fuel for propulsion and create problems associated with local pollution, climate change, and energy security. Given these problems and the expected global expansion of HDVs in transportation sectors, industry and governments are pursuing biofuels and natural gas as potential alternative fuels for HDVs. Using recent lifecycle datasets, this paper evaluates the energy and emissions impacts of these fuels in the HDV sector by conducting a total fuel-cycle (TFC) analysis for Class 8 HDVs for six fuel pathways: (1) petroleum to ultra low sulfur Diesel; (2) petroleum and soyoil to bioDiesel (methyl soy ester); (3) petroleum, ethanol, and oxygenate to e-Diesel; (4) petroleum and natural gas to Fischer–Tropsch Diesel; (5) natural gas to compressed natural gas; and (6) natural gas to liquefied natural gas. TFC emissions are evaluated for three greenhouse gases (GHGs) (carb...

  • A Total Fuel Life-Cycle Analysis of Energy Use and Emissions from Marine Vessels
    2007
    Co-Authors: James J. Winebrake, James J. Corbett, Patrick E. Meyer
    Abstract:

    This work evaluates the total fuel life-cycle energy use and emissions associated with marine transportation using a newly developed model, called the Total Energy & Emissions Analysis for Marine Systems (TEAMS) model. TEAMS captures “well-to-hull” emissions—that is, emissions along the entire fuel pathway, including extraction, processing, distribution, and use in vessels. TEAMS is able to conduct this analysis for six fuel pathways: (1) petroleum to residual oil; (2) petroleum to conventional Diesel; (3) petroleum to low-sulfur Diesel; (4) natural gas to compressed natural gas; (5) natural gas to Fischer-Tropsch Diesel; and, (6) soybeans to bioDiesel. Results include total fuel life-cycle energy use and emissions of the following pollutants: greenhouse gases (carbon dioxide, nitrous oxide, and methane), volatile organic compounds, carbon monoxide, nitrogen oxides, particulate matter, and sulfur oxides. This paper demonstrates TEAMS and provides example modeling results for three case studies using alternative fuels: a passenger ferry, a tanker vessel, and a container ship. A more complete version of this paper is expected to be published in the January 2007 issue of the Journal of the Air and Waste Management Association.

Michael Wang - One of the best experts on this subject based on the ideXlab platform.

  • contribution feedstock and fuel transportation to total fuel cycle energy use and emissions
    SAE transactions, 2000
    Co-Authors: Michael Wang
    Abstract:

    In recent years, various alternative fuels have been proposed and studied for application in motor vehicles. Consequently, fuel-cycle analyses have been conducted to evaluate their energy and emissions effects. In a typical fuel-cycle analysis, feedstock recovery; feedstock transportation and storage; fuel production; and fuel transportation, distribution, and storage are examined. The general belief is that transportation and storage of feedstocks and fuels have small impacts on fuel-cycle results. However, no thorough studies have been conducted to confirm or disprove this belief. Transportation of feedstocks and fuels via different transportation modes requires use of various fuels and generates air pollutant emissions. Storage of liquid and gaseous fuels is subject to fuel losses, which also lead to air pollutant emissions. In fuel-cycle analyses, while feedstock recovery and fuel production have been studied carefully, transportation and storage of feedstocks and fuels are often not studied in detail. As part of a comprehensive fuel-cycle analysis at Argonne National Laboratory, we recently began to characterize transportation modes for different feedstock types, fuel types, production locations, and consumption locations. We collected data on the energy intensities of various transportation modes and the distances traveled for given feedstocks and fuels. We included five transportation modes — ocean tanker, barge, truck, rail, and pipeline — for various feedstocks and fuels. On the basis of the collected data, we estimated energy use and emissions associated with transportation and storage of gasoline, Diesel, compressed natural gas, liquefied natural gas, liquefied petroleum gas, methanol, ethanol, gaseous and liquid hydrogen, and Fischer-Tropsch Diesel. Our assessment indicates that, in some cases, transportation, storage, and distribution (T&S&D) can make a significant contribution to total fuel-cycle energy use and emissions for transportation fuels. For example, nitrogen oxide (NOx) emissions from T&S&D of gasoline, Diesel, liquefied petroleum gas, dimethyl ether, Fischer-Tropsch Diesel, and ethanol can comprise over 50% of total upstream emissions. Moreover, when fuel losses are taken into account, T&S&D can contribute over 60% of upstream VOC emissions for gasoline, Diesel, liquefied petroleum gas, dimethyl ether, Fischer-Tropsch Diesel, and methanol.

  • greet 1 5 transportation fuel cycle model vol 1 methodology development use and results
    Other Information: PBD: 6 Oct 1999, 1999
    Co-Authors: Michael Wang
    Abstract:

    This report documents the development and use of the most recent version (Version 1.5) of the Greenhouse Gases, Regulated Emissions, and Energy Use in Transportation (GREET) model. The model, developed in a spreadsheet format, estimates the full fuel-cycle emissions and energy associated with various transportation fuels and advanced vehicle technologies for light-duty vehicles. The model calculates fuel-cycle emissions of five criteria pollutants (volatile organic compounds, carbon monoxide, nitrogen oxides, particulate matter with diameters of 10 micrometers or less, and sulfur oxides) and three greenhouse gases (carbon dioxide, methane, and nitrous oxide). The model also calculates total energy consumption, fossil fuel consumption, and petroleum consumption when various transportation fuels are used. The GREET model includes the following cycles: petroleum to conventional gasoline, reformulated gasoline, conventional Diesel, reformulated Diesel, liquefied petroleum gas, and electricity via residual oil; natural gas to compressed natural gas, liquefied natural gas, liquefied petroleum gas, methanol, Fischer-Tropsch Diesel, dimethyl ether, hydrogen, and electricity; coal to electricity; uranium to electricity; renewable energy (hydropower, solar energy, and wind) to electricity; corn, woody biomass, and herbaceous biomass to ethanol; soybeans to bioDiesel; flared gas to methanol, dimethyl ether, and Fischer-Tropsch Diesel; and landfill gases to methanol. This report also presents themore » results of the analysis of fuel-cycle energy use and emissions associated with alternative transportation fuels and advanced vehicle technologies to be applied to passenger cars and light-duty trucks.« less

  • greet 1 5 transportation fuel cycle model vol 1 methodology development use and results
    Other Information: PBD: 6 Oct 1999, 1999
    Co-Authors: Michael Wang
    Abstract:

    This report documents the development and use of the most recent version (Version 1.5) of the Greenhouse Gases, Regulated Emissions, and Energy Use in Transportation (GREET) model. The model, developed in a spreadsheet format, estimates the full fuel-cycle emissions and energy associated with various transportation fuels and advanced vehicle technologies for light-duty vehicles. The model calculates fuel-cycle emissions of five criteria pollutants (volatile organic compounds, carbon monoxide, nitrogen oxides, particulate matter with diameters of 10 micrometers or less, and sulfur oxides) and three greenhouse gases (carbon dioxide, methane, and nitrous oxide). The model also calculates total energy consumption, fossil fuel consumption, and petroleum consumption when various transportation fuels are used. The GREET model includes the following cycles: petroleum to conventional gasoline, reformulated gasoline, conventional Diesel, reformulated Diesel, liquefied petroleum gas, and electricity via residual oil; natural gas to compressed natural gas, liquefied natural gas, liquefied petroleum gas, methanol, Fischer-Tropsch Diesel, dimethyl ether, hydrogen, and electricity; coal to electricity; uranium to electricity; renewable energy (hydropower, solar energy, and wind) to electricity; corn, woody biomass, and herbaceous biomass to ethanol; soybeans to bioDiesel; flared gas to methanol, dimethyl ether, and Fischer-Tropsch Diesel; and landfill gases to methanol. This report also presents themore » results of the analysis of fuel-cycle energy use and emissions associated with alternative transportation fuels and advanced vehicle technologies to be applied to passenger cars and light-duty trucks.« less