In a 2005 Well-to-Wheels analysis, the DOE estimated that fuel cell electric vehicles using hydrogen produced from natural gas would result in emissions of approximately 55% of the CO2 per mile of internal combustion engine vehicles and have approximately 25% less emissions than hybrid vehicles. In 2006, Ulf Bossel stated that the large amount of energy required to isolate hydrogen from natural compounds (water, natural gas, biomass), package the light gas by compression or liquefaction, transfer the energy carrier to the user, plus the energy lost when it is converted to useful electricity with fuel cells, leaves around 25% for practical use." Richard Gilbert, co-author of "Transport Revolutions: Moving People and Freight without Oil" (2010), comments similarly, that producing hydrogen gas ends up using some of the energy it creates. Then, energy is taken up by converting the hydrogen back into electricity within fuel cells. "'This means that only a quarter of the initially available energy reaches the electric motor' ... Such losses in conversion don't stack up well against, for instance, recharging an electric vehicle (EV) like the Nissan Leaf or Chevy Volt from a wall socket". A 2010 Well-to-wheels analysis of hydrogen fuel cell vehicles report from Argonne National Laboratory states that renewable H2 pathways offer much larger green house gas benefits. This result has recently been confirmed. In 2010, a US DOE Well-to-Wheels publication assumed that the efficiency of the single step of compressing hydrogen to at the refueling station is 94%. A 2016 study in the November issue of the journal "Energy" by scientists at Stanford University and the Technical University of Munich concluded that, even assuming local hydrogen production,"investing in all-electric battery vehicles is a more economical choice for reducing carbon dioxide emissions, primarily due to their lower cost and significantly higher energy efficiency."