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Consequential Analysis of the Greenhouse Gas Emissions Impacts of Actions That Influence the Electric Grid: The Theory and Practice of Using Marginal Emissions Rates

This paper discusses consequential greenhouse gas emissions analysis for actions that influence the electric grid that is, the analytical approach of estimating how such actions change greenhouse gas emissions, relative to what they otherwise would have been without the action. Although the paper starts with general considerations, it ultimately focuses on consequential analysis with marginal emissions rates as an option likely more scalable than others.

29 ENERGY PLANNING, POLICY, AND ECONOMY

Recovery of Natural Gas Equipment Emissions into Gas Compression Engines for the Reduction of Potential Greenhouse Gas Emissions

Since the turn of the millennium, the United States (U.S.) oil and natural gas (ONG) industry has nearly doubled its natural gas production rate. As a result, the ONG industry has recently come under increasing scrutiny for its contributions to greenhouse gas (GHG) emissions. Consequently, various solutions to this problem have been proposed and formulated to reduce the impacts of GHG emissions on the environment. West Virginia University (WVU) have found it important to research the impacts of recovering vented gas streams into prime-mover engines. The U.S. Department of Energy (DOE) and National Energy Technology Laboratory (NETL) have granted WVU funding to research and develop a “Methane Mitigator” (M2) - a “Scalable Vent Mitigation Strategy to Simultaneously Reduce Methane Emissions and Fuel Consumption from the Compression Industry.” One of the main areas of interest for this research was the collection of emissions from natural gas equipment into a Caterpillar G3508J natural gas compression engine. The parameters being analyzed from the engine were brake-specific emissions and power output. The emissions sources considered for this research were pneumatic controllers (PCs), reciprocating compressor vents, and the engine’s open crankcase breather. The compressor vent and PC emissions were simulated using a mass flow controller (MFC) and flowed into the engine using two separate methods: (1) directly into the air intake, and (2) through a retrofitted closed crankcase ventilation system (CCV), serving as a buffer volume. The crankcase emissions were quantified without the CCV, and the impact on exhaust emissions from circulating the crankcase gases into the intake was measured. The simulated compressor vent and PC flows from the MFC had limited effect on the steady state operation of the engine and resulting performance. When the simulated flows were fed directly into the engine’s air intake, the changes within the engine’s continuous performance and emission parameters were larger but lasted for shorter durations. Conversely, when the simulated flows were fed into the CCV before entering the air intake, the changes in the engine’s performance and emission parameters were less pronounced for continuous analysis but lasted for longer durations. In either case, the continuous emission changes in both emissions and performance varied in size depending on the test scenario being run, but the cycle average changes in emissions and performance showed little impact overall compared to the engine’s baseline operation. As a result, the inclusion of a CCV shows a decrease in baseline carbon dioxide equivalent (CO2-eq.) engine emissions (from combined exhaust and open crankcase) of almost 4%. Likewise, the CCV inclusion reduced baseline total methane (CH4) from combined exhaust and open crankcase by upwards of 16%. These atmospheric emissions only decreased further with the inclusions of collected PC and compressor vent flows. The resulting changes in time-averaged rated exhaust behavior (or lack thereof) prove that the proposed M2 system could likely be deployed at sites with modern lean-burn natural gas engines as a viable option for reducing and eliminating potential GHG sources that would have otherwise been unutilized as energy sources.

03 NATURAL GAS

Land conversion to energy crops for sustainable aviation fuel production reduces greenhouse gas emissions in the United States

Energy crops will be critical for scaling up production of Sustainable Aviation Fuel in the United States and reducing greenhouse gas emissions. Here we examine the economic incentives for the extent and type of land conversion needed to scale up fuel production from a mix of cellulosic feedstocks and quantify its greenhouse gas intensity. We show that even with the availability of marginal non-cropland, there will be incentives for converting cropland to produce energy crops as the price of sustainable aviation fuel increases. But contrary to expectations, we find that scaling up fuel production by converting more cropland and more non-cropland from existing uses to energy crops lowers its net greenhouse gas intensity, due to high soil carbon sequestration rate of energy crops, even after considering land use change emissions. The potential savings in emissions are larger than the foregone soil carbon accumulation benefits from keeping that land in current uses.

54 ENVIRONMENTAL SCIENCES

Lawrence Livermore National Laboratory Annual Report for CY2024: Regulation for Reducing Greenhouse Gas Emissions from Gas-Insulated Equipment

This report is in response to the “Regulation for Reducing Greenhouse Gas Emissions from Gas Insulated Equipment (GIE),” Section 95355, Title 17, California Code of Regulations. This report includes GIE at Lawrence Livermore National Laboratory Site 200, located in Livermore, CA, and Site 300, located 10 miles west of the City of Tracy, in San Joaquin County.

42 ENGINEERING

Cradle-to-Grave Lifecycle Analysis of U.S. Medium- and Heavy-Duty Vehicle-Fuel Pathways: A Greenhouse Gas Emissions Assessment of Current (2021) and Future (2035) Technologies

This study presents a cradle-to-grave lifecycle analysis of energy use and greenhouse gas (GHG) emissions for U.S. medium- and heavy-duty vehicles across current (2021) and future (2035) technologies using the Greenhouse gas, Regulated Emissions, and Energy use in Technologies (GREET) model with industry-vetted assumptions. Results vary across vehicle classes but point to common trends: today, battery electric vehicles (BEVs) offer significant (10–60%) GHG emissions reduction compared to diesel internal combustion engine vehicles and are the lowest emissions option per ton-mile of cargo movement, followed by hydrogen fuel cell electric vehicles (FCEVs) (5–50% emissions reduction). Emissions savings depend largely on the duty cycle and fuel economy of the vehicle type. Future vehicle technology advancements result in comparable emission reductions associated with BEVs and hydrogen FCEVs. Weight-limited BEV trucks see less per-ton-mile emissions reduction due to the impact of battery weight on increased vehicle weight and reduced payload capacity. By 2035, improvements in vehicle efficiency can reduce emissions across all powertrains. However, very low levels of emissions require switching vehicles’ use-phase fuel/energy to low-carbon fuels and electricity. Renewable diesel, e-fuels, hydrogen produced from natural gas with carbon capture and storage or renewables, and use of low-carbon electricity can all achieve over 70% reduction in GHG emissions from the current day diesel-based internal combustion engine vehicle.

alternative fuels

Benchmarking greenhouse gas emissions from US wastewater treatment for targeted reduction

Here, in this study, to assess the national climate impact of wastewater treatment and inform decarbonization, we assembled a comprehensive greenhouse gas inventory of 15,863 facilities in the contiguous USA. Considering location and treatment configurations, we modelled on-site CH 4 , N 2 O and CO 2 production and emissions associated with energy, chemical inputs and solids disposal. Using Monte Carlo simulations, we estimated median national emissions at 47 million tonnes of CO 2 equivalent per year, with on-site process CH 4 and N 2 O emissions exceeding current government estimates by 41%. Treatment configurations with anaerobic digesters are responsible for 16 million tonnes of CO 2 equivalent per year of fugitive methane, outweighing benefits achieved through on-site electricity generation. Systems designed for nutrient removal have the highest greenhouse gas emissions intensity, attributable to energy requirements and N 2 O production, demonstrating current trade-offs between meeting water quality and climate objectives. We analysed key sensitivities and included a geospatial analysis to highlight the scale and distribution of opportunities for reducing life cycle greenhouse gas emissions.

54 ENVIRONMENTAL SCIENCES

Greenhouse gas emissions of global construction material production

Abstract Global production of building materials is a primary contributor to greenhouse gas (GHG) emissions, but the production of these materials is necessary for modern infrastructure and society. Understanding the GHG emissions from building materials production in the context of their function is critical to decarbonizing this important sector. In this work, we present estimates of global production, approximate ranges of GHG emissions, and ranges of material properties of 12 critical building material classes to provide a unified dataset across material types. This dataset drew from industry analyses of production and emissions, ranges of emission factors within a material type, and broad reporting of thermal and mechanical properties to compare both within and between material types. Globally, in 2019, we estimate 42.8 Gt of these 12 materials were produced, with 38.6 Gt used in the building and construction industry. As a result of this production, 9.3 Gt of CO 2 was emitted, or 25% of global fossil GHG emissions, with 5.8 Gt CO 2 (16% of global GHG emissions) due to materials used in construction applications. Both construction material production and emissions are primarily driven by structural materials, such as concrete and steel. Material selection can play a key role in reducing emissions in the context of the function, with variation in emissions of structural materials per unit strength between 0.001–0.1 kg CO 2 /kg/MPa and in insulation materials per R -value/thickness of 0.018–0.14 kg CO 2 /kg/(K⋅m 2 W −1 ))). The developed dataset can play a key role in supporting decision-making in materials by providing a unified source for examining emissions, material properties, and quantity of material produced.

Kane, Seth (ORCID:0000000269401369)

Future Projections of Lifecycle Cost and Greenhouse Gas Emissions of Light-Duty Vehicles

Vehicles with electrified powertrains carry the promise of significant reductions in greenhouse gas (GHG) emissions from a lifecycle analysis (LCA) standpoint compared to conventional internal combustion engine (CICE) vehicles. However, trade-offs exist between different types of electrified powertrains in terms of cost, consumer acceptance, and GHG reduction efficacy for different operating conditions. The open-source tool CarGHG was developed with an aim to enable the exploration of a plethora of parametric study scenarios, including the cost of electrification technologies, different driving patterns and charging habits, and the cost and carbon intensity of electricity and fuel blends. This paper introduces the framework of CarGHG, then showcases total cost of ownership (TCO) and LCA GHG results for select models of light-duty vehicles. Another capability of CarGHG, which is the ability to estimate the performance of “virtual” vehicle models (perceived vehicle design specifications not yet on the market), is utilized to explore future scenarios of electrification and low-carbon fuel blends for Small Sports Utility Vehicles (SUVs), a popular light-duty vehicle segment in North America. With opportunities, but also uncertainties, in future scenarios, it is likely wise to continue pursuing multiple ways towards the reduction of LCA GHG.

Hamza, Karim

Tracing U.S. fuel life-cycle greenhouse gas emissions in a multi-sector dynamics model using LC-GCAM

Model-based analysis of fuel pathways is essential for informing energy and environmental policy. Two major model types are typically used: multi-sector dynamics models, which capture the broader energy-economy, such as GCAM (Global Change Analysis Model), and life cycle assessment models, such as GREET (Greenhouse Gases, Regulated Emissions, and Energy Use in Transportation). Each has distinct strengths and limitations, and recent studies increasingly adopt hybrid approaches to harness the advantages of both. However, such integration is often time-consuming and complicated by inconsistencies in system boundaries and technology definitions. We present LC-GCAM, a new tool that enables estimation of life-cycle greenhouse gas emissions and primary energy use for any fuel pathway represented in GCAM. We apply LC-GCAM to 300 scenarios designed to explore key uncertainties affecting the life-cycle performance of future fuel options in the U.S. freight sector. To evaluate LC-GCAM, we compare its results with those from GREET for nine fuel types in a 2030 reference scenario. When input assumptions are modestly aligned, LC-GCAM and GREET estimates typically agree within 10% (absolute sum-based mean absolute percentage error). LC-GCAM offers a flexible and efficient approach to generating life-cycle metrics within an integrated modeling framework, supporting robust policy analysis across a wide range of interacting energy system uncertainties.

Wolfram, Paul

Life Cycle Analysis of Greenhouse Gas Emissions of Clean Fuels with the R&D GREET 2024 Model

This document summarizes research on the life cycle greenhouse gas (GHG) emissions rates from the production and use of clean fuels to support a new version of the Research and Development Greenhouse Gases, Regulated Emissions, and Energy Use in Technologies (R&D GREET) model, R&D GREET 2024 In this effort, Argonne National Laboratory (ANL) focuses on clean fuel pathways that are readily available in the market or are emerging in the near term. The selected pathways represent clean fuel technologies that convert biomass- and/or waste-based feedstocks to liquid and/or gaseous fuels for the transportation sector and other potential uses. The pathways are configured in R&D GREET 2024 with up-to-date feedstock-to-fuel life cycle inventory (LCI) data. Additionally, a new tab has been added to R&D GREET 2024 called “Clean Fuels” which allows the user to easily change inputs and access LCA results. Argonne does not warrant that the results presented in this report are consistent with the requirements of any particular regulatory or incentive program. Users interested in specific programs that reference GREET are encouraged to review guidance specific to those programs if and when it is available to determine appropriate means of compliance and contact the relevant responsible agencies for those specific policies or programs.

09 BIOMASS FUELS

The Impact of Clean Grid Transition on Wastewater Sector Greenhouse Gas Emissions

This study examines the spatial and temporal impacts of the U.S. clean energy grid transition on related greenhouse gas (GHG) emissions from the wastewater treatment industry. By analyzing data from 17,156 water resource recovery facilities (WRRFs) and state-specific grid decarbonization scenarios, the results project a 60% reduction in Scope 2 emissions by 2050, driven by the national shift to renewable energy. However, regional disparities are prominent, with northeastern and western states achieving the most significant reductions, while the Ohio Valley and Rockies are likely to experience higher emissions due to the reliance on fossil fuels. This study offers the first assessment of clean grid impacts on the WRRFs and highlights the need for targeted, region-specific strategies across different emission scopes. This research provides insights for policymakers and stakeholders in the wastewater sector, emphasizing the critical role of grid decarbonization in achieving GHG reduction goals.

Li, Xiatong

Analyzing Potential Greenhouse Gas Emissions Reductions from Plug-In Electric Vehicles: Report for CRC Project, "Carbon Return on Investment for Electrified Vehicles"

Investment in battery and electrification technologies has the potential to greatly reduce vehicular greenhouse gas (GHG) emissions, as a battery-electric vehicle (BEV) will have zero tailpipe emissions. However, there will be GHG emissions associated with production of the vehicle including its battery, and with any carbon-emitting electricity sources used to charge the vehicle. This study explores the GHG reduction benefits of different plug-in electric vehicle (PEV) designs in the context of factors such as electricity production mix, per-vehicle battery requirements, and varying battery market growth scenarios. The analyses focus on the U.S. light-duty vehicle (LDV) market, which accounts for nearly 60% of U.S. transportation sector GHG emissions - over twice as much as the next largest contributing transportation sub-sector.

29 ENERGY PLANNING, POLICY, AND ECONOMY

Life‐cycle greenhouse gas emissions associated with nuclear power generation in the United States

Under the 2022 Inflation Reduction Act, tax credits of up to $3/kgH 2 are available to hydrogen producers if they generate emissions at levels below 0.45 kgCO 2 e/kgH 2 , spurring producers to explore how hydrogen production via electrolysis using electricity generated by nuclear power may qualify for such tax credits. With uranium as a primary fuel for nuclear power plants (NPPs) and no on-site emissions, the upstream emissions associated with nuclear fuel supply chains largely determine the carbon intensity of nuclear energy. Using the GREET (Greenhouse gases, Regulated Emissions, and Energy use in Technologies) model, we evaluated the life-cycle greenhouse gas (GHG) emissions of uranium production and the use of uranium to generate electricity in light water reactor (LWR) NPPs. We evaluated the process chemicals and energy inputs throughout the nuclear fuel supply chain to identify the major contributors to nuclear fuel cycle GHG emissions. Such emissions are estimated at 3.0 gCO 2 e/kWh at NPPs in the United States. The greatest share of nuclear fuel cycle GHG emissions—comprising 53% of total emissions—are associated with electricity consumption throughout the fuel supply chain. We extended the analysis to include an evaluation of the carbon intensity of H 2 production via electrolysis using nuclear power from LWRs. Finally, we examined the impact of future (2035 and 2050) electricity supply chain scenarios on nuclear fuel cycle GHG emissions. Our analysis revealed a decrease of 33% (2035) and 46% (2050) in the carbon intensity of nuclear electricity relative to current nuclear fuel cycle GHG emissions.

greenhouse gas emissions

Cradle-to-Gate greenhouse gas emissions of the production of ethylene from U.S. Corn ethanol and comparison to fossil-derived ethylene production

Conventional ethylene production heavily depends on fossil-derived feedstocks via steam cracking, a very energy- and emission-intensive process. Researchers have been exploring alternatives to reduce CO 2 emissions including producing ethylene from biobased feedstocks. This paper evaluates the cradle-to-gate greenhouse gas (GHG) emissions of bioethylene produced from U.S. corn ethanol. The analysis includes different pathways for the dehydration of corn ethanol to ethylene and co-processing routes via fluid catalytic cracking (FCC) processes. For the FCC co-processing route carbon-14 analysis is used to determine bioethanol yields. A 127% reduction in life cycle GHG emissions of bioethylene is estimated compared to fossil-derived ethylene for the base case. Additional case studies are also discussed to understand the reduction of GHG emissions due to sustainable corn farming and renewable power use, biogenic carbon capture, and fuel switch with biofuels at the ethanol plant, and its impact on bioethylene GHG emissions.

carbon footprint

Democratizing life cycle assessment by developing a streamlined model of greenhouse gas emissions from US natural gas supply chains

Natural gas (NG) supply chains contribute substantially to the global energy supply and anthropogenic methane emissions, making them frequent subjects of life cycle assessments (LCAs). To better characterize central tendencies and variability, we systematically reviewed and harmonized published estimates of life cycle greenhouse gas (GHG) emissions from United States NG supply chains. Results informed a streamlined LCA model (SLiNG-GHG: streamlined LCAs of NG-GHGs) that quantifies carbon dioxide and methane from three gates: transmission, distribution, and shipping. Median estimates employing harmonized emission inputs, are 10, 11, and 21 g CO2e/MJ gas (100-year global warming potentials [GWPs]), and 20, 22, and 33 g CO2e/MJ gas (20-year GWPs), delivered to each gate, respectively. Alternatively, inputting available, independent methane measurements, SLiNG-GHG estimates varied from -23% to +316% relative to baseline. Bottom-up inventories used in LCAs tend to underestimate methane compared with measurements. Results underscore the need for open-source, streamlined LCA models that can easily incorporate rapidly evolving measurements for non-experts like investors and regulators.

29 ENERGY PLANNING, POLICY, AND ECONOMY

Global techno-economic and life cycle greenhouse gas emissions assessment of solar and wind based renewable hydrogen production

This study conducts a global assessment of renewable hydrogen production pathways, focusing on techno-economic performance and life cycle greenhouse gas (GHG) emissions. It evaluates standalone solar photovoltaic (PV), wind, and hybrid PV/wind systems, integrated with proton exchange membrane (PEM) electrolyzers, through multi-objective optimization and considering embodied emissions in manufacturing PV, wind and electrolyzers. Results identify optimal configurations to minimize levelized cost of hydrogen (LCOH) and carbon intensity (CI) of hydrogen, showing potential reductions of cost and CI by 2030. Standalone PV systems can achieve LCOH values smaller than 6.5 USD/kg H 2 and CI less than 2.5 kg CO 2 eq/kg H 2 in regions with high solar irradiance, such as North Africa, the Middle East and Chile. Wind systems in regions such as Middle East, North Africa, Australia and Central United States achieve LCOH below 5 USD/kg H 2 and CI under 1.5 kg CO 2 eq/kg H 2 . Hybrid systems emerge as the optimal solution for minimizing both the LCOH and CI by maximizing the use of renewable energy. Moreover, the results also indicate that, with the technological advancements, future reduction in the capital cost of renewable energy systems and the PEM electrolyzer as well as the trade of coproduct O 2 could drive the LCOH of all the RES-based hydrogen systems below 1 USD/kg H 2 and the CI below zero in different regions as Middle East, North Africa and Central United State

08 HYDROGEN

Comparison of greenhouse gas emission estimates from six hydropower reservoirs using modeling versus field surveys

As with most aquatic ecosystems, reservoirs play an important role in the global carbon (C) cycle and emit greenhouse gases (GHG) as carbon dioxide (CO 2 ) and methane (CH 4 ). However, GHG emissions from reservoirs are poorly quantified, especially in temperate systems, resulting in high uncertainty. We compared reservoir C emission estimates and uncertainty of diffusive, ebullitive, and degassing pathways in six hydropower reservoirs in the southeastern United States among four data sources: two field-based surveys and two models (including the GHG Reservoir “G-res” Tool). We found that CH 4 diffusion was most similar across data sources (modeled minus observed, bias = - 21 g CO 2-eq m -2 y -1 ) and had low relative uncertainty (coefficient of variation, CV = 0.98). On the other hand, CO 2 diffusion was least consistent across data sources (bias = - 518 g CO 2-eq m -2 y -1 ). Both field surveys indicated strong negative CO 2 diffusion (i.e., CO 2 uptake) at all reservoirs, while G-res estimated positive CO 2 diffusion. By extension, total C emissions showed similar discrepancies, leading to high uncertainty in upscaling and interpreting reservoir source-sink dynamics. Finally, CH 4 ebullition had the highest relative uncertainty (CV = 2.77) due to high variability across sites. We discuss limitations of field surveys and these models, including temperature-based annualization methods, varying definitions of ebullition zones, low sampling resolution, and lack of dynamism. Future field efforts focused on capturing variability in CO 2 diffusion and CH 4 ebullition will be especially valuable in reducing uncertainty and improving models to advance our understanding reservoir GHG emissions.

54 ENVIRONMENTAL SCIENCES

Greenhouse Gas Emissions and Decarbonization Potential of Global Fired Clay Brick Production

Fired clay bricks (FCBs) are a dominant building material globally due to their low cost and simplicity of production, especially in low- and middle-income countries. With a projected rising housing demand, commensurate growth in brick demand is anticipated, the production of which could result in significant greenhouse gas (GHG) emissions. Robust models are needed to estimate brick demand and emissions to systematically address decarbonization pathways. Few sources report production values; hence, we present two novel proxy models: (i) a consumption prediction model, relying on country-specific clay extraction data, dynamic building stock modeling, and average material intensity use allowing for projections to 2050; and (ii) a GHG emissions model, using literature-based data and production technology-specific inputs. Based on these models, the current global FCB consumption is estimated as 2.18 Gt annually, resulting in approximately 500 million tCO2e (1% of current global GHG emissions). If unaddressed, this fraction could increase to 3.5-5% in 2050 considering a moderate SSP 2-4.5 climate change mitigation scenario. Consequently, we explored three potential decarbonization pathways: (i) improving energy efficiency; (ii) shifting production to best practices; and (iii) replacing half of FCB demand with hollow concrete blocks, resulting in 27%, 49%, and 51% reduction in GHG emissions, respectively.

Olsson, Josefine A