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The growing demand for transportation fuels and the global emphasis on reducing greenhouse gas (GHG) emissions have led to increased interest in analyzing transport GHG emissions from the life-cycle perspective. ...To achieve net zero GHG emissions in Case 2, the GHG emissions of electricity generation need to be reduced by 88% of the current level. ...This paper conducts a comprehensive life-cycle analysis (LCA) of the GHG emissions associated with the methanol production process, utilizing data inventory from China in 2019.

In this analysis we assess the life cycle greenhouse gas (GHG) emissions of four types of vehicles which might play a role in achieving future emission reductions: vehicles using compressed natural gas (CNG), battery electric vehicles (BEVs), mild hybrid CNG vehicles and range extended BEVs. ...The calculation results are found to be quite robust: The BEV and the mild hybrid CNG vehicle similarly show very low GHG emissions within all scenarios whereas the pure CNG vehicle always ranks the worst. In an additional scenario we also assessed the influence of an improved electricity generation with lower emissions in the future. ...We conclude that the introduction of BEVs is an effective measure to reduce GHG emissions in the transport sector of the future. However, mild hybrid CNG vehicles seem to be a very practicable solution for mobility with less GHG emissions today and in the nearer future.

Regulations have been established for the monitoring and reporting of greenhouse gas (GHG) emissions and fuel consumption from the transport sector. Low carbon fuels combined with new powertrain technologies have the potential to provide significant reductions in GHG emissions while decreasing the dependence on fossil fuel. ...Low carbon fuels combined with new powertrain technologies have the potential to provide significant reductions in GHG emissions while decreasing the dependence on fossil fuel. In this study, a lean-burn ethanol-diesel dual-fuel combustion strategy has been used as means to improve upon the efficiency and emissions of a conventional diesel engine. ...Compared to a baseline diesel-only operation, the ethanol-diesel dual-fuel engine yielded up to 57% lower well-to-wheels GHG emissions. Moreover, the dual-fuel combustion strategy attained higher net indicated efficiency than the conventional diesel mode from 0.6 to 2.4 MPa IMEP, with a maximum value of 47.2% at 1.2 MPa IMEP.

The results concern WTW non renewable energy consumptions, GHG emissions and local pollutant emissions. Local pollutant have a lower impact in the Natural Gas pathway than in the gasoline or diesel oil pathways. ...As a conclusion, the potential GHG emissions reduction derived from the European objective of 10% contribution of Natural Gas in the energy mix for transport sector is investigated. ...Related GHG emissions reduction could reach 4,5 Mt CO2 equivalent in 2010 in France, which represents around 30% of target of the total GHG emissions reduction supposed to be achieved in France in the transport sector by 2010.

Use of natural gas-diesel dual-fuel (NDDF) combustion in compression ignition engines is a method of reducing the net greenhouse gas (GHG) and particulate matter (PM) emissions of these engines. Compressed natural gas (NG) is injected into the intake manifold of the engine and the air-NG mixture is ignited by a direct injection of diesel in the cylinder. ...Use of the insert causes the GHG emissions to increase and decrease for diesel and NDDF combustion respectively. Additionally, use of the insert causes the NOx emissions to remain similar and increase for diesel and NDDF combustion respectively. ...By using low levels of exhaust gas recirculation, the NOx emissions of NDDF combustion can be reduced without significant impact on the GHG or PM emissions when compared to diesel combustion.

The current Green-House Gas (GHG) emissions from diesel and petrol vehicles are reported to be 164 g CO2/km and 156 g CO2/km respectively. ...Thus, enormous research studies are been carried out for low-carbon alternative fuel-powered vehicles to reduce the overall GHG emissions. Numerous research on hydrogen as a transportation fuel has demonstrated the potential of reduced vehicular emissions compared to conventional fuels.

Optimal energy management of hybrid electric vehicles has previously been shown to increase fuel economy (FE) by approximately 20% thus reducing dependence on foreign oil, reducing greenhouse gas (GHG) emissions, and reducing Carbon Monoxide (CO) and Mono Nitrogen Oxide (NOx) emissions. This demonstrated FE increase is a critical technology to be implemented in the real world as Hybrid Electric Vehicles (HEVs) rise in production and consumer popularity. ...Once these research gaps have been filled, HEVs may have the potential to substantially increase the FE standard and remove ICE vehicles as the leading consumer of petroleum and leading contributor of GHG, CO, and NOx emissions.

In a context of a fossil reserve depletion and reduction of greenhouse gases (GHG) emissions, the search for new energy for transport is fundamental. Among those new energies, alternative fuels and especially synthetic fuel from Fischer-Tropsch process (so-called XtL, "X-to-Liquid" fuels) seem to have an interesting potential in terms of availability and GHG emission reduction, according to the feedstock used. ...Among those new energies, alternative fuels and especially synthetic fuel from Fischer-Tropsch process (so-called XtL, "X-to-Liquid" fuels) seem to have an interesting potential in terms of availability and GHG emission reduction, according to the feedstock used. Due to the special properties of such products, especially high cetane number, several strategies of incorporation can be envisaged: as a blend in specific basestocks in order to obtain a conventional fuel or a premium fuel or as a pure component.

With rising awareness of man-made climate change the interest in measures to reduce CO2 and other greenhouse gas (GHG) emissions increases. The use of renewable liquid fuels is one way to achieve reduction of GHG emissions. ...The use of renewable liquid fuels is one way to achieve reduction of GHG emissions. Due to their different chemical composition, gasoline fuels containing significant shares of renewable components also produce different pollutant emissions including hydrocarbon (HC) emissions amongst others such as particular matter, carbon monoxide, and nitrogen oxides.

Under the proposed Green Deal program, the European Union will aim to achieve zero net greenhouse gas (GHG) emissions by 2050. The interim target is to reduce GHG by 55% by 2030. In the current debate concerning CO2-neutral powertrains, bio-fuels and e-fuels could play an immediate and practical role in reducing lifecycle engine emissions.

With forthcoming 2014 EPA GHG legislation capping methane emissions at 0.10 g/bhp-hr for heavy-duty engines, development of a thermally stable and sulfur-tolerant methane oxidation catalyst becomes more critical.

Biofuels offer the benefits of lower and even negative GHG emissions, sustainability, and domestic fuel production. The herbaceous and woody biomass–based ethanol options are more attractive than producing ethanol and biodiesel from food products.

In 2020, GHG (greenhouse gas) emissions from transport in the EU have dropped by 12.7% due to the COVID-19 pandemic.

Changes in GHG and BSFC varied with the different bioblends and test modes. Emissions of CO and HC were found to be at or near ambient background levels.

These analyses appear to differ greatly concerning their perception of the energy benefits of advanced technology vehicles, leading to great uncertainties in estimating full-fuel-cycle (or “well-to-wheel”) greenhouse gas (GHG) emission reduction potentials and/or fuel feedstock requirements per mile of service. Advanced vehicles include, but are not limited to, advanced gasoline and diesel internal combustion engine (ICE) vehicles, hybrid electric vehicles (HEVs) with gasoline, diesel, and compressed natural gas (CNG) ICEs, and various kinds of fuel-cell based vehicles (FCVs), such as direct hydrogen FCVs and gasoline or methanol fuel-based FCVs.

The use of biomass-derived fuels in Diesel engines is an effective way of reducing well-to-wheels (WTW) greenhouse gas (GHG) emissions. Moreover, partially premixed combustion (PPC) makes it possible to achieve very efficient combustion with low emissions of soot and NOx.

On the other hand, the unregulated emissions related to green house gas (GHG) were very low level or below measurable limitation, under the condition of JE05 mode, Tokyo metropolitan government modes and Highway mode.

Our objective is to assess changes in CI of market gasoline with varying ethanol content that can be used to appreciate change in vehicle tailpipe greenhouse gases (GHG) in response to policy controlling the ethanol level in market fuels. Ethanol has both a reduced carbon content and a reduced net (lower) heating value relative to petroleum species, with a CI slightly lower than that of typical petroleum gasoline.

While GAC member companies have led the industry in introducing alternative propulsion technologies to reduce greenhouse gas emissions and the GAC supports “de-carbonizing” transportation, the organization says that there has been no modelling done to gauge the impact on the Canadian automotive sector.