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In addition to the intrinsic reduction of GHG as described above, NG can easily be
blended with biomethane. Such an approach is similar to the obligatory blending of
petroleum-based fuels with respective bio-components. These liquid bio-compo-
nents, e. g. bio-ethanol and rapeseed oil, differ chemically and change the proper-
ties of the liquid fuel. As described in Chapter 5.1.2, biomethane, by contrast, does
not change the properties of NG and allows NG to profit from the almost GHG-neu-
tral well-to-wheel (WTW) balance of biomethane.
If 20% of NG is substituted by biomethane, then, using the DLR & Partners’ meth-
odology, the WTW GHG emissions of a mid-sized passenger car are the following:
\\
2012: 156g CO ²
eq
/km
\\
2030: 96g CO ²
eq
/km
For year 2012, their methodology shows an additional 11% decrease for CNG
blended with 20% of biomethane in WTW GHG emissions compared to pure CNG.
Future outlooks are even more promising, due to sustainability efforts and the rising
efficiency of production and transportation. Well-to-tank (WTT) emissions are
expected to decrease by 2030, resulting in a 15% total decrease of WTW GHG
emissions when blending NG with biomethane.
0
4,000
3,000
2,000
1,000
5,000
6,000
7,000
2010
(ver. 2.c March 2007)
2010
(ver. 4.a January 2014)
2020
(ver. 4.a January 2014)
Diesel
CNG
−21%
156
145 148
124
106 102
−3.8%
+2.1%
0
4,000
3,000
2,000
1,000
5,000
6,000
7,000
2012
2030
Diesel
CNG
−2.5%
180
175
126
114
−9.8%
Figure 5.6:
GHG emission evaluation of passenger vehicles
using the JEC methodology (CO ²
eq
/km)
Figure 5.7:
GHG emission evaluation of passenger vehicles
using DLR & Partners’ methodology (CO ²
eq
/km)