Carbon capture and storage (CCS) is broadly recognised as having the potential to play a key role in meeting climate change targets, delivering low carbon heat and power, decarbonising industry and, more recently, its ability to facilitate the net removal of CO2 from the atmosphere. However, despite this broad consensus and its technical maturity, CCS has not yet been deployed on a scale commensurate with the ambitions articulated a decade ago. Thus, in this paper we review the current state-of-the-art of CO2 capture, transport, utilisation and storage from a multi-scale perspective, moving from the global to molecular scales. In light of the COP21 commitments to limit warming to less than 2 °C, we extend the remit of this study to include the key negative emissions technologies (NETs) of bioenergy with CCS (BECCS), and direct air capture (DAC). Cognisant of the non-technical barriers to deploying CCS, we reflect on recent experience from the UK's CCS commercialisation programme and consider the commercial and political barriers to the large-scale deployment of CCS. In all areas, we focus on identifying and clearly articulating the key research challenges that could usefully be addressed in the coming decade.

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Carbon capture and storage (CCS): the way forward

Electric vehicles (EVs) and renewable energy sources offer the potential to substantially decrease carbon emissions from both the transportation and power generation sectors of the economy. Mass adoption of EVs will have a number of impacts and benefits, including the ability to assist in the integration of renewable energy into existing electric grids. This paper reviews the current literature on EVs, the electric grid, and renewable energy integration. Key methods and assumptions of the literature are discussed. The economic, environmental and grid impacts of EVs are reviewed. Numerous studies assessing the ability of EVs to integrate renewable energy sources are assessed; the literature indicates that EVs can significantly reduce the amount of excess renewable energy produced in an electric system. Studies on wind–EV interaction are much more detailed than those on solar photovoltaics (PV) and EVs. The paper concludes with recommendations for future research.

Electric vehicles and the electric grid: A review of modeling approaches, Impacts, and renewable energy integration

Extraction of natural gas from shale rock in the United States (US) is one of the landmark events in the 21st century. The combination of horizontal drilling and hydraulic fracturing can extract huge quantities of natural gas from impermeable shale formations, which were previously thought to be either impossible or uneconomic to produce. This review offers a comprehensive insight into US shale gas opportunities, appraising the evolution, evidence and the challenges of shale gas production in the US. The history of US shale gas in this article is divided into three periods and based on the change of oil price (i.e., the period before the 1970s oil crisis, the period from 1970s to 2000, and the period since 2000), the US has moved from being one of the world's biggest importers of gas to being self-sufficient in less than a decade, with the shale gas production increasing 12-fold (from 2000 to 2010). The US domestic natural gas price hit a 10-year low in 2012. The US domestic natural gas price in the first half of 2012 was about $2 per million British Thermal Unit (BTU), compared with Brent crude, the world benchmark price for oil, now about $ 80–100/barrel, or $14–17 per million BTU. Partly due to an increase in gas-fired power generation in response to low gas prices, US carbon emissions from fossil-fuel combustion fell by 430 million ton CO 2 – more than any other country – between 2006 and 2011. Shale gas also stimulated economic growth, creating 600,000 new jobs in the US by 2010. However, the US shale gas revolution would be curbed, if the environmental risks posed by hydraulic fracturing are not managed effectively. The hydraulic fracturing is water intensive, and can cause pollution in the marine environment, with implications for long-term environmental sustainability in several ways. Also, large amounts of methane, a powerful greenhouse gas, can be emitted during the shale gas exploration and production. Hydraulic fracturing also may induce earthquakes. These environmental risks need to be managed by good practices which is not being applied by all the producers in all the locations. Enforcing stronger regulations are necessary to minimize risk to the environment and on human health. Robust regulatory oversight can however increase the cost of extraction, but stringent regulations can foster an historic opportunity to provide cheaper and cleaner gas to meet the consumer demand, as well as to usher in the future growth of the industry.

Natural gas from shale formation – The evolution, evidences and challenges of shale gas revolution in United States

State-of-the-art technologies, measures, and potential for reducing GHG emissions from shipping – A review

The rapid increase in unconventional natural gas (UNG) development in the United States during the past decade has brought wells and related infrastructure closer to population centers. This review evaluates risks to public health from chemical and nonchemical stressors associated with UNG, describes likely exposure pathways and potential health effects, and identifies major uncertainties to address with future research. The most important occupational stressors include mortality, exposure to hazardous materials and increased risk of industrial accidents. For communities near development and production sites the major stressors are air pollutants, ground and surface water contamination, truck traffic and noise pollution, accidents and malfunctions, and psychosocial stress associated with community change. Despite broad public concern, no comprehensive population-based studies of the public health effects of UNG operations exist. Major uncertainties are the unknown frequency and duration of human exposure,...

http://www.r-cause.net/uploads/8/0/2/5/8025484/adgate_et_al_2014_ph_risks.pdf

Potential Public Health Hazards, Exposures and Health Effects from Unconventional Natural Gas Development

A new comparison between the life cycle greenhouse gas emissions of battery electric vehicles and internal combustion vehicles

Recent reports show growing reserves of unconventional gas are available and that there is an appetite from policy makers, industry, and others to better understand the GHG impact of exploiting reserves such as shale gas. There is little publicly available data comparing unconventional and conventional gas production. Existing studies rely on national inventories, but it is not generally possible to separate emissions from unconventional and conventional sources within these totals. Even if unconventional and conventional sites had been listed separately, it would not be possible to eliminate site-specific factors to compare gas production methods on an equal footing. To address this difficulty, the emissions of gas production have instead been modeled. In this way, parameters common to both methods of production can be held constant, while allowing those parameters which differentiate unconventional gas and conventional gas production to vary. The results are placed into the context of power generation, ...

Modeling the relative GHG emissions of conventional and shale gas production.

This paper investigates the well-to-wake energy consumption and greenhouse gas emissions of several key SO X abatement options in marine transportation, ranging from the manufacture of low sulfur fuels to equipping the vessel with suitable scrubber solutions. The findings suggest that a scrubber system, used with current heavy fuel oils, has the potential to reduce SO X emissions with lower well-to-wake energy consumption and greenhouse gas emissions than switching to production of low sulfur fuels at the refinery. A sensitivity analysis covering a series of system parameters shows that variations in the well-to-tank greenhouse gas emissions intensity and the energy efficiency of the main engine have the highest impacts in terms of well-to-wake emissions.

Well-to-wake energy and greenhouse gas analysis of SOX abatement options for the marine industry

Attempts to develop adequate allocation methods for CO2 emissions from petroleum products have been reported in the literature. The common features in those studies are the use of energy, mass, and/or market prices as parameters to allocate the emissions to individual products. The crude barrel is changing, as are refinery complexities and the severity of conversion to gasoline or diesel leading to changes in the emissions intensity of refining. This paper estimates the consequences for CO2 emissions at refineries of allowing these parameters to vary. A detailed model of a typical refinery was used to determine CO2 emissions as a function of key operational parameters. Once that functionality was determined, an allocation scheme was developed which calculated CO2 intensity of the various products consistent with the actual refinery CO2 functionality. The results reveal that the most important factor driving the refinery energy requirement is the H2 content of the products in relation to the H2 content of the crude. Refinery energy use is increased either by heavier crude or by increasing the conversion of residual products into transportation fuels. It was observed that the total refinery emissions did not change as refinery shifted from gasoline to diesel production. The energy allocation method fails to properly allocate the refinery emissions associated with H2 production. It can be concluded that the reformer from a refinery energy and CO2 emissions standpoint is an energy/CO2-equalizing device, shifting energy/CO2 from gasoline into distillates. A modified allocation method is proposed, including a hydrogen transfer term, which would give results consistent with the refinery behavior. The results indicate that the refinery CO2 emissions are not affected by the ratio of gasoline to distillate production. The most important factors driving the CO2 emissions are the refinery configuration (crude heaviness and residual upgrading) which link to the refinery H2 requirement. Using the H2-energy equivalent allocation proposed in this study provides a more reliable method to correctly allocate CO2 emissions to products in a refinery in a transparent way, which follows the ISO recommendations of cause-effect and physical relationship between emissions and products. Regulatory activity should recognize that there is no functional relationship between refinery CO2 emissions and the production ratio of gasoline, jet, and diesel, and adopt a methodology which more accurately mirrors actual refinery behavior.

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Factors driving refinery CO2 intensity, with allocation into products

Tank-to-Wheels (TtW) makes the largest contribution to the total Well-to-Wheels (WtW) energy consumption and greenhouse gas (GHG) emissions from fossil-derived transportation fuels. The most commonly adopted TtW methodologies to obtain vehicle energy consumption, energy efficiency, and GHG emissions used to date all have significant limitations. A new TtW methodology, which combines micro-scale virtual vehicle simulation with macro-scale fleet modeling, is proposed in this paper. The models capabilities are demonstrated using a case study based on data from the passenger car sector in Great Britain. A simplified internal combustion engine model was developed in-house to simulate engine behaviors across a wide range of engine capacities and technologies. Vehicle simulation was then carried out using the efficiency map output by the simplified engine model for any given gasoline or diesel engine; the simulation was validated for 37 vehicles available on the UK market in terms of their vehicle-certification fuel consumption, with a discrepancy generally within 3%. Real-world fleet and driving data from the Great Britain’s car fleet was extracted from the Transport Statistics Great Britain (TSGB) database between 2001 and 2007TSGB 2001–2007. A virtual fleet was constructed with the validated virtual vehicles to represent the real-world passenger car fleet in terms of its composition and operating characteristics. This fleet model was shown to match the real-world fleet-averaged fuel consumption within 3% for the gasoline fleet and within 6% for the diesel fleet. Finally, several scenarios were analyzed using the validated fleet model, covering a projection for 2008, driving pattern, lubrication, and fuel. The vehicle-to-vehicle variation was found to be significant in some scenarios, indicating that a fleet-based methodology would be more rigorous and flexible. Energy consumption and CO2 emission figures from previous, well-recognized Europe-oriented studies (e.g., the 2008 JRC/EUCAR/CONCAWE study) were significantly lower than the TSGB real-world results based on the new TtW methodology. It is apparent that using a single vehicle to represent the whole fleet could be misleading; in particular, the relative energy efficiency and CO2 emission of diesel over gasoline cars might follow a different trend with time for the real-world fleet from that shown in previous studies. Future WtW studies can benefit from the modeling toolset and methodology reported herein in a number of ways:

 The virtual engine/vehicle/fleet model developed in this work can readily be expanded and upgraded in the future, in terms of model details, coverage, and data quality. The methodology itself is generically applicable to any defined fleet (passenger cars, commercial vehicles, etc.) with any operating characteristics at any given timeframe from any geographic region. Various subjects and their implications for fleet energy consumption and GHG emissions could be studied including, but not restricted to, the following:

Xavier Riera-Palou

Papers

A new comparison between the life cycle greenhouse gas emissions of battery electric vehicles and internal combustion vehicles

Modeling the relative GHG emissions of conventional and shale gas production.

Well-to-wake energy and greenhouse gas analysis of SOX abatement options for the marine industry

Factors driving refinery CO2 intensity, with allocation into products

Development of a new tank-to-wheels methodology for energy use and green house gas emissions analysis based on vehicle fleet modeling