Greenhouse Gas Emissions Payback for Lightweighted Vehicles Using Aluminum and High‐Strength Steel

In this article we consider interactions between life cycle emissions and materials flows associated with lightweighting (LW) automobiles. Both aluminum and high‐strength steel (HSS) lightweighting are considered, with LW ranging from 6% to 23% on the basis of literature references and input from industry experts. We compare the increase in greenhouse gas (GHG) emissions associated with producing lightweight vehicles with the saved emissions during vehicle use. This yields a calculation of how many years of vehicle use are required to offset the added GHG emissions from the production stage. Payback periods for HSS are shorter than for aluminum. Nevertheless, achieving significant LW with HSS comparable to aluminum‐intensive vehicles requires not only material substitution but also the achievement of secondary LW by downsizing of other vehicle components in addition to the vehicle structure. GHG savings for aluminum LW varies strongly with location where the aluminum is produced and whether secondary aluminum can be utilized instead of primary. HSS is less sensitive to these parameters. In principle, payback times for vehicles lightweighted with aluminum can be shortened by closed‐loop recycling of wrought aluminum (i.e., use of secondary wrought aluminum). Over a 15‐year time horizon, however, it is unlikely that this could significantly reduce emissions from the automotive industry, given the challenges involved with enabling a closed‐loop aluminum infrastructure without downcycling automotive body structures.     

Fuel Economy and Greenhouse Gas Emissions Labeling for Plug‐In Hybrid Vehicles from a Life Cycle Perspective

Fuel economy has been an effective indicator of vehicle greenhouse gas (GHG) emissions for conventional gasoline‐powered vehicles due to the strong relationship between fuel economy and vehicle life cycle emissions. However, fuel economy is not as accurate an indicator of vehicle GHG emissions for plug‐in hybrid (PHEVs) and pure battery electric vehicles (EVs). Current vehicle labeling efforts by the U.S. Environmental Protection Agency (EPA) and Department of Transportation have been focused on providing energy and environmental information to consumers based on U.S. national average data. This article explores the effects of variations in regional grids and regional daily vehicle miles traveled (VMT) on the total vehicle life cycle energy and GHG emissions of electrified vehicles and compare these results with information reported on the label and on the EPA's fuel economy Web site. The model results suggest that only 25% of the life cycle emissions from a representative PHEV are reflected on current vehicle labeling. The results show great variation in total vehicle life cycle emissions due to regional grid differences, including an approximately 100 gram per mile life cycle GHG emissions difference between the lowest and highest electric grid regions and up to a 100% difference between the state‐specific emission values within the same electric grid regions. Unexpectedly, for two regional grids the life cycle GHG emissions were higher in electric mode than in gasoline mode. We recommend that labels include stronger language on their deficiencies and provide ranges for GHG emissions from vehicle charging in regional electricity grids to better inform consumers.     

A new hybrid method for reducing the gap between WTW and LCA in the carbon footprint assessment of electric vehicles

Purpose

The well-to-wheel (WTW) methodology is widely used for policy support in road transport. It can be seen as a simplified life cycle assessment (LCA) that focuses on the energy consumption and CO₂ emissions only for the fuel being consumed, ignoring other stages of a vehicle’s life cycle. WTW results are therefore different from LCA results. In order to close this gap, the authors propose a hybrid WTW+LCA methodology useful to assess the greenhouse gas (GHG) profiles of road vehicles.

Methods

The proposed method (hybrid WTW+LCA) keeps the main hypotheses of the WTW methodology, but integrates them with LCA data restricted to the global warming potential (GWP) occurring during the manufacturing of the battery pack. WTW data are used for the GHG intensity of the EU electric mix, after a consistency check with the main life cycle impact (LCI) sources available in literature.

Results and discussion

A numerical example is provided, comparing GHG emissions due to the use of a battery electric vehicle (BEV) with emissions from an internal combustion engine vehicle. This comparison is done both according to the WTW approach (namely the JEC WTW version 4) and the proposed hybrid WTW+LCA method. The GHG savings due to the use of BEVs calculated with the WTW-4 range between 44 and 56 %, while according to the hybrid method the savings are lower (31–46 %). This difference is due to the GWP which arises as a result of the manufacturing of the battery pack for the electric vehicles.

Conclusions

The WTW methodology used in policy support to quantify energy content and GHG emissions of fuels and powertrains can produce results closer to the LCA methodology by adopting a hybrid WTW+LCA approach. While evaluating GHG savings due to the use of BEVs, it is important that this method considers the GWP due to the manufacturing of the battery pack.

     

Life Cycle Impacts of Natural Fiber Composites for Automotive Applications: Effects of Renewable Energy Content and Lightweighting

This study examines the life cycle energy demand and greenhouse gas (GHG) emissions associated with substituting natural cellulose and kenaf in place of glass fibers in automotive components. Specifically, a 30 wt% glass‐fiber composite component weighing 3 kilograms (kg) was compared to a 30 wt% cellulose fiber composite component (2.65 kg) and 40 wt% kenaf fiber composite component (2.79 kg) for six cars, crossovers, and sport utility vehicles. The use‐phase fuel consumption of the baseline and substitute components, with and without powertrain resizing, were determined using a mass‐induced fuel consumption model based on U.S. Environmental Protection Agency test records. For all vehicles, compared to the baseline glass fiber component, using the cellulose composite material reduced life cycle energy demand by 9.2% with powertrain resizing (7.2% without) and reduced life cycle GHG emissions by 18.6% with powertrain resizing (16.3% without), whereas the kenaf composite component reduced energy demand by 6.0% with powertrain resizing (4.8% without) and GHG emissions by 10.7% with powertrain resizing (9.2% without). For both natural fiber components, the majority of the life cycle energy savings is realized in the use‐phase fuel consumption as a result of the reduced weight of the component.     

Greenhouse Gas Emissions Reduction Opportunities for Concrete Pavements

Concrete pavements are a vital part of the transportation infrastructure, comprising nearly 25% of the interstate network in the United States. With transportation authorities and industry organizations increasingly seeking out methods to reduce their carbon footprint, there is a need to identify and quantitatively evaluate the greenhouse gas (GHG) emission reduction opportunities that exist in the concrete pavement life cycle. A select few of these opportunities are explored in this article in order to represent possible reduction approaches and their associated cost‐effectiveness: reducing embodied emissions by increasing fly ash content and by avoiding overdesign; increasing albedo by using white aggregates; increasing carbonation by temporarily stockpiling recycled concrete aggregates; and reducing vehicle fuel consumption by adding an extra rehabilitation. These reduction strategies are evaluated for interstate, arterial, collector, and local road designs under urban and rural scenarios. The results indicate that significant GHG emission reductions are possible, with over half of the scenarios resulting in 10% reductions, compared to unimproved baseline designs. Given the right conditions, each scenario has the potential to reduce GHG emissions at costs comparable to the current price of carbon.     

Life cycle assessment of automotive lightweighting through polymers under US boundary conditions

Purpose

In the transportation sector, reducing vehicle weight is a cornerstone strategy to improve the fuel economy and energy efficiency of road vehicles. This study investigated the environmental implications of lightweighting two automotive parts (Ford Taurus front end bolster, Chevrolet Trailblazer/GMC Envoy assist step) using glass-fiber reinforced polymers (GFRP) instead of steel alloys.

Methods

The cradle-to-grave life cycle assessments (LCAs) for these studies consider a total service life of 150,000 miles for two applications: a 46 % lighter GFRP bolster on the 2010 Ford Taurus that replaced the 2008 steel and GFRP bolster, and a 51 % lighter GFRP running board for the 2007 Chevrolet Trailblazer/GMC Envoy that replaced the previous steel running board including its polymer fasteners. The life cycle stages in these critically reviewed and ISO-compliant LCA studies include the production of upstream materials and energy, product manufacturing, use, and the end-of-life treatment for all materials throughout the life cycle.

Results and discussion

The results show that the lighter GFRP products performed better than the steel products for global warming potential and primary energy demand for both case studies. In addition, the GFRP bolster performed better for acidification potential. The savings of fuel combustion and production during the use stage of a vehicle far outweigh the environmental impacts of manufacturing or end-of-life. An even greater benefit would be possible if the total weight reduction in the vehicle would be high enough to allow for the reduction of engine displacement or an elongation of gear ratio while maintaining constant vehicle dynamics. These so-called secondary measures allow the fuel savings per unit of mass to be more than doubled and are able to offset the slightly higher acidification potential of the GFRP running board which occurs when only the mass-induced fuel savings are considered.

Conclusions

The lightweight GFRP components are shown to outperform their steel counterparts over the full life cycle mainly due to the reduced fuel consumption of the vehicle in the use phase. To harvest the benefits of light weighting to their full extent, it is recommended that the sum of all mass reductions in the design process be monitored and, whenever feasible, invested into fuel economy by adapting the drive train while maintaining constant vehicle performance rather than leveraging the weight reduction to improve vehicle dynamics.     

Impact of Updated Material Production Data in the GREET Life Cycle Model

The Greenhouse gases, Regulated Emissions, and Energy use in Transportation (GREET) model developed by Argonne National Laboratory quantifies the life cycle energy consumption and air emissions resulting from the production and use of light‐duty vehicles in the United States. GREET is comprised of two components: GREET 1 represents the fuel cycle of various energy carriers, including automotive fuels, and GREET 2 represents the vehicle cycle, which accounts for the production of vehicles and their constituent materials. The GREET model was updated in 2012 and now includes higher‐resolution material processing and transformation data. This study evaluated how model updates influence material and vehicle life cycle results. First, new primary energy demand and greenhouse gas (GHG) emissions results from GREET 2 for steel, aluminum, and plastics resins are compared herein with those from the previous version of the model as well as industrial results. A part of the comparison is a discussion about causes of differences between results. Included in this discussion is an assessment of the impact of the new material production data on vehicle life cycle results for conventional internal combustion engine (ICE) vehicles by comparing the energy and GHG emission values in the updated and previous versions of GREET 2. Finally, results from a sensitivity analysis are presented for identifying life cycle parameters that most affect vehicle life cycle estimates.     

Environmental Assessment of Freight Transportation in the U.S. (11 pp)

Goal, Scope and Background This study provides a life cycle inventory of air emissions (CO2, NOx, PM10, and CO) associated with the transportation of goods by road, rail, and air in the U.S. It includes the manufacturing, use, maintenance, and end-of-life of vehicles, the construction, operation, maintenance, and end-of-life of transportation infrastructure, as well as oil exploration, fuel refining, and fuel distribution. Methods The comparison is performed using hybrid life cycle assessment (LCA), a combination of process-based LCA and economic input-output analysis-based LCA (EIO-LCA). All these components are added by means of a common functional unit of grams of air pollutant per ton-mile of freight activity. Results and Discussion Results show that the vehicle use phase is responsible for approximately 70% of total emissions of CO2 for all three modes. This confirms that tailpipe emissions underestimate total emissions of freight transportation as infrastructure, pre-combustion, as well as vehicle manufacturing and end-of-life account for a sizeable share of total emissions. Differences between tailpipe emissions and total system wide emissions can range from only 4% for road transportation's CO emissions to an almost ten-fold difference for air transportation's PM10 emissions. Conclusion Rail freight has the lowest associated air emissions, followed by road and air transportation. Depending on the pollutant, rail is 50-94% less polluting than road. Air transportation is rated the least efficient in terms of air emissions, partly due to the fact that it carries low weight cargo. It emits 35 times more CO2 than rail and 18 times more than road transportation on a ton-mile basis. It is important to consider infrastructure, vehicle manufacturing, and pre-combustion processes, whose life-cycle share is likely to increase as new tailpipe emission standards are enforced. Recommendation and Outlook Emission factors, fuel efficiency, and equipment utilization contribute the most to uncertainty in the results. Further studies are necessary to address all variables that influence these parameters, such as road grade, vehicle speed, and vehicle weight. A focus on regional variation, end-of-life processes, fuel refining processes, terminals, as well as more accurate infrastructure allocation between freight and passenger transportation would strengthen the model.     

Model for the Part Manufacturing and Vehicle Assembly Component of the Vehicle Life Cycle Inventory

A model is presented for calculating the environmental burdens of the part manufacturing and vehicle assembly (VMA) stage of the vehicle life cycle. The model is based on a process‐level approach, accounting for all significant materials by their transformation processes (aluminum castings, polyethylene blow molding; etc.) and plant operation activities (painting; heating, ventilation, and air conditioning [HVAC], etc.) germane to VMA. Using quantitative results for these material/transformation process pairings, a percent‐by‐weight material/transformation distribution (MTD) function was developed that permits the model to be applied to a range of vehicles, both conventional and advanced (e.g., hybrid electric, light weight, aluminum intensive). Upon consolidation of all inputs, the model reduces to two terms: one proportional to vehicle mass and a plant overhead per vehicle term. When the model is applied to a materially well‐characterized conventional vehicle, reliable estimates of cumulative energy consumption (34 gigajoules/vehicle) and carbon dioxide (CO₂) emissions (2 tonnes/vehicle) with coefficients of variation are computed for the VMA life cycle stage. Due to the more comprehensive coverage of manufacturing operations, our energy estimates are on the higher end of previously published values. Nonetheless, they are still somewhat underestimated due to a lack of data on overhead operations in part manufacturing facilities and transportation of parts and materials between suppliers and vehicle manufacturing operations. For advanced vehicles, the material/transformation process distribution developed above needs some adjusting for different materials and components. Overall, energy use and CO₂ emissions from the VMA stage are about 3.5% to 4.5% of total life cycle values for vehicles.     

Regional variations in life cycle greenhouse gas emissions of canola‐derived jet fuel produced in western Canada

This study investigates the life cycle GHG emissions of jet fuel produced via the hydroprocessed esters and fatty acids (HEFA) pathway from canola grown in western Canada, with a focus on characterizing regional influences on emissions. We examine the effects of geographic variations in soil type, agricultural inputs, farming practices, and direct land use changes on life cycle GHG emissions. We utilize GREET 2016 but replace default feedstock production inputs with geographically representative data for canola production across eight western Canadian regions (representing 99% of Canada's canola production) and replace the default conversion process with data from a novel process model previously developed in ASPEN in our research group wherein oil extraction is integrated with the HEFA‐based fuel production process. Although canola production inputs and yields vary across the regions, resulting life cycle GHG emissions are similar if effects of land use and land management changes (LMC) are not included; 44–48 g CO₂e/MJ for the eight regions (45%–50% reduction compared to petroleum jet fuel). Results are considerably more variable, 16–58 g CO₂e/MJ, when including effects of land use and LMC directly related to conversion of lands from other uses to canola production (34%–82% reduction compared to petroleum jet fuel). We establish the main sources of emissions in the life cycle of canola jet fuel (N‐fertilizer and related emissions, fuel production), identify that substantially higher emissions may occur when using feedstock sourced from regions where conversion of forested land to cropland had occurred, and identify benefits of less intense tillage practices and increased use of summerfallow land. The methods and findings are relevant in jurisdictions internationally that are incorporating GHG emissions reductions from aviation fuels in a low carbon fuel market or legislating carbon intensity reduction requirements.     

Life Cycle Greenhouse Gas Emissions Reduction From Rigid Thermal Insulation Use in Buildings

Thermal insulation is a strategic product for reducing energy consumption and related greenhouse gas (GHG) emissions from the building sector. This study examines from a life cycle perspective the changes in GHG emissions resulting from the use of two rigid thermal insulation products manufactured and installed from 1971 to 2025. GHG emissions related to insulation production and fugitive releases of blowing agents are modeled and compared with GHG savings from reduced heating loads in North America, Europe, and Asia. Implementation of alternative blowing agents has greatly improved the carbon dioxide 100‐year equivalent (CO₂‐eq) emission performance of thermal insulation. The net average CO₂‐eq savings to emissions ratio for current extruded polystyrene (XPS) and polyisocyanurate (PIR) insulation studied was 48:1, with a broad range from 3 to 1,800. Older insulation products manufactured with chlorofluorocarbons (CFCs) can result in net cumulative GHG emissions. Reduction of CO₂‐eq emissions from buildings is governed by complex interactions between insulation thickness and placement, climate, fuel type, and heating system efficiencies. A series of charts mapping both emissions payback and net savings demonstrate the interactions between these factors and provide a basis for specific policy recommendations to guide effective insulation investments and placement.     

Life Cycle Energy and Greenhouse Gas Emissions of Automobiles Using Aluminum in China

Transportation is a major part of energy consumption and greenhouse gas (GHG) emissions. Aluminum (Al) as a light metal can reduce vehicle weight, energy consumption, and pollutant emissions, but Al production is energy intensive. The main contents of this study are the following: (1) create the life cycle inventory of Al parts based on the energy background in China and (2) evaluate the energy savings and GHG reduction for the vehicle when steel parts are replaced by Al parts. Although there is a considerable reduction in energy consumption of per tonne Al in China owing to continuing development of process technology in recent years, energy consumption is higher than the world average level and European level. Over the vehicle's life cycle driving of 200,000 kilometers, the vehicle was found to avoid 1,447 to 1,590 liters of gasoline consumption when six typical steel parts were replaced by Al parts. Based on the current technology, the breakeven distance was calculated, resulting in a net energy benefit to use the lightweight Al parts compared with steel parts. A sensitivity analysis was conducted to show different energy savings by considering secondary weight reduction and different driving distance. The results indicate that weight reduction by using Al is quite effective to reduce the energy consumption and GHG of transportation.     

Abatement cost of wood‐based energy products at the production level on afforested and reforested lands

We combined economic and life‐cycle analyses in an integrated framework to ascertain greenhouse gas (GHG) intensities, production costs, and abatement costs of GHG emissions for ethanol and electricity derived from three woody feedstocks (logging residues only, pulpwood only, and pulpwood and logging residues combined) across two forest management choices (intensive and nonintensive) and 31 harvest ages (year 10–year 40 in steps of 1 year) on reforested and afforested lands at the production level for slash pine (Pinus elliottii) in the Southern United States. We assumed that wood chips and wood pellets will be used to produce ethanol and generate electricity, respectively. Production costs and GHG intensities of ethanol and electricity were lowest for logging residues at the optimal rotation age for both forest management choices. Opportunity cost related with the change in rotation age was a significant determinant of the variability in the overall production cost. GHG intensity of feedstocks obtained from afforested land was lower than reforested land. Relative savings in GHG emissions were higher for ethanol than electricity. Abatement cost of GHG emissions for ethanol was lower than electricity, especially when feedstocks were obtained from a plantation whose rotation age was close to the optimal rotation age. A carbon tax of at least $25 and $38 Mg^?1 CO₂e will be needed to promote production of ethanol from wood chips and electricity from wood pellets in the US, respectively.     

Technoecological analysis of energy carriers for long‐haul transportation

Long‐haul transportation demand is predicted to increase in the future, resulting in higher carbon dioxide emissions. Different drivetrain technologies, such as hybrid or battery electric vehicles, electrified roads, liquefied natural gas and hydrogen, might offer solutions to this problem. To assess their ecological and economic impact, these concepts were simulated including a weight and cost model to estimate the total cost of ownership. An evolutionary algorithm optimizes each vehicle to find a concept specific optimal solution. A model calculates the minimum investment in infrastructure required to meet the energy demand for each concept. A well‐to‐wheel analysis takes into account upstream and on‐road carbon dioxide emissions, to compare fully electric vehicles with conventional combustion engines. Investment in new infrastructure is the biggest drawback of electrified road concepts, although they offer low CO₂ emissions. The diesel hybrid is the best compromise between carbon reduction and costs.     

Wrapping Up Greenhouse Gas Emissions An Assessment of GHG Emission Reduction Related to Efficient Packaging Use: An Assessment of GHG Emission Reduction Related to Efficient Packaging Use

The use of packaging materials results in greenhouse gas (GHG) emissions through production and transport of materials and packaging and through end-of-life management. In this article, we investigate the potential reduction of GHGs that are related to packaging. For this purpose, we use the dynamic MATTER-MARKAL model in which the western European energy and materials system is modeled. The results show that GHGs related to packaging can technically be reduced by up to 58% in the period 1995–2030. Current European packaging directives will result in a 10% emission reduction. Cost-effective improved material management 1 that includes lightweighting, reusable packages, material recycling, and related strategies can contribute a 22% GHG emission reduction. An additional 13% reduction becomes cost effective when a GHG emission penalty of 100 euros per metric ton 2 (EUR/ton) is introduced (1 EUR 0.9 USD). Generally speaking, improved material management dominates the gains that can be achieved without a penalty or with low GHG emission penalties (up to 100 EUR/ton CO2 equivalent). By contrast, the reduction of emissions in materials production and waste handling dominate when high GHG penalties are applied (between 100 and 500 EUR/ton CO2 equivalent). Given the significant technical potential and the low costs, more attention should be paid to material efficiency improvement in GHG emission reduction strategies.     

Integrated Life Cycle Assessment and Life Cycle Cost Model for Comparing Plug‐in versus Wireless Charging for an Electric Bus System

An integrated life cycle assessment and life cycle cost (LCC) model was developed to compare the life cycle performance of plug‐in charging versus wireless charging for an electric bus system. The model was based on a bus system simulation using existing transit bus routes in the Ann Arbor–Ypsilanti metro area in Michigan. The objective is to evaluate the LCCs for an all‐electric bus system utilizing either plug‐in or wireless charging and also compare these costs to both conventional pure diesel and hybrid bus systems. Despite a higher initial infrastructure investment for off‐board wireless chargers deployed across the service region, the wireless charging bus system has the lowest LCC of US$0.99 per bus‐kilometer among the four systems and has the potential to reduce use‐phase carbon emissions attributable to the lightweighting benefits of on‐board battery downsizing compared to plug‐in charging. Further uncertainty analysis and sensitivity analysis indicate that the unit price of battery pack and day or night electricity price are key parameters in differentiating the LCCs between plug‐in and wireless charging. Additionally, scenario analyses on battery recycling, carbon emission pricing, and discount rates were conducted to further analyze and compare their respective life cycle performance.     

Uncertainty Analysis in Biofuel Systems

This article evaluates the implications of uncertainty in the life cycle (LC) energy efficiency and greenhouse gas (GHG) emissions of rapeseed oil (RO) as an energy carrier displacing fossil diesel (FD). Uncertainties addressed include parameter uncertainty as well as scenario uncertainty concerning how RO coproduct credits are accounted for (uncertainty due to modeling choices). We have carried out an extensive data collection to build an LC inventory accounting for parameter uncertainty. Different approaches for carbon stock changes associated with converting set‐aside land to rapeseed cultivation have been considered, which result in different values: from ?0.25 t C/ha.yr (carbon uptake by the soil in tonnes per hectare year) to 0.60 t C/ha.yr (carbon emission). Energy renewability efficiency and GHG emissions of RO are presented, which show the influence of parameter versus scenario uncertainty. Primary energy savings and avoided GHG emissions when RO displaces FD have also been calculated: Avoided GHG emissions show considerably higher uncertainty than energy savings, mainly due to land use (nitrous oxide emissions from soil) and land use conversion (carbon stock changes). Results demonstrate the relevance of applying uncertainty approaches; emphasize the need to reduce uncertainty in the environmental life cycle modeling, particularly GHG emissions calculation; and show the importance of integrating uncertainty into the interpretation of results.     

Consensus,uncertainties and challenges for perennial bioenergy crops and land use

Perennial bioenergy crops have significant potential to reduce greenhouse gas (GHG) emissions and contribute to climate change mitigation by substituting for fossil fuels; yet delivering significant GHG savings will require substantial land‐use change, globally. Over the last decade, research has delivered improved understanding of the environmental benefits and risks of this transition to perennial bioenergy crops, addressing concerns that the impacts of land conversion to perennial bioenergy crops could result in increased rather than decreased GHG emissions. For policymakers to assess the most cost‐effective and sustainable options for deployment and climate change mitigation, synthesis of these studies is needed to support evidence‐based decision making. In 2015, a workshop was convened with researchers, policymakers and industry/business representatives from the UK, EU and internationally. Outcomes from global research on bioenergy land‐use change were compared to identify areas of consensus, key uncertainties, and research priorities. Here, we discuss the strength of evidence for and against six consensus statements summarising the effects of land‐use change to perennial bioenergy crops on the cycling of carbon, nitrogen and water, in the context of the whole life‐cycle of bioenergy production. Our analysis suggests that the direct impacts of dedicated perennial bioenergy crops on soil carbon and nitrous oxide are increasingly well understood and are often consistent with significant life cycle GHG mitigation from bioenergy relative to conventional energy sources. We conclude that the GHG balance of perennial bioenergy crop cultivation will often be favourable, with maximum GHG savings achieved where crops are grown on soils with low carbon stocks and conservative nutrient application, accruing additional environmental benefits such as improved water quality. The analysis reported here demonstrates there is a mature and increasingly comprehensive evidence base on the environmental benefits and risks of bioenergy cultivation which can support the development of a sustainable bioenergy industry.     

Analysis of greenhouse gas emissions related to aluminium transport applications

Background, aim and scope  

Climate change is a subject of growing global concern. Based on International Energy Agency (IEA 2004) research, about 19% of the greenhouse gas emissions from fuel combustion are generated by the transportation sector, and its share is likely to grow. Significant increases in the vehicles fleets are expected in particular in China, India, the Middle East and Latin America. As a result, reducing vehicle fuel consumption is most essential for the future. The reduction of the vehicle weight, the introduction of improved engine technologies, lower air friction, better lubricants, etc. are established methods of improving fuel efficiency, reducing energy consumption and greenhouse gas emissions. Continued progress will be required along all these fronts with light-weighting being one of the most promising options for the global transport sector. This paper quantifies greenhouse gas savings realised from light-weighting cars with aluminium based on life cycle assessment methodology. The study uses a pragmatic approach to assess mass reduction by comparing specific examples of components meeting identical performance criteria. The four examples presented in this analysis come from practical applications of aluminium. For each case study, the vehicle manufacturer has supplied the respective masses of the aluminium and the alternative component.     

Life cycle energy and environmental benefits of a US industrial symbiosis

Purpose

The industrial ecosystem identified in and around the Campbell Industrial Park in Honolulu County, Hawai’i involves 11 facilities exchanging water, materials, and energy across an industrial cluster. This paper highlights the advantages of this arrangement using life cycle assessment to determine the energy and environmental costs and benefits of the existing pattern of exchanges.

Methods

A consequential approach was used to evaluate each material substitution for four environmental impact categories: primary energy use, greenhouse gas (GHG) emissions, acidification, and eutrophication. Each material exchange included avoided production and reduced use of virgin materials, any necessary pre-processing or transportation of local by-products, and avoided treatment or disposal of these by-products.

Results and discussion

All exchanges exhibited positive net savings across all environmental impact categories, with the exceptions of waste oil and tire-derived fuel burned as substitutes for coal. The greatest savings occur as a result of sharing steam between a combined cycle fuel oil-fired cogeneration plant and a nearby refinery. In total, the environmental savings realized by this industrial cluster are significant, equivalent to 25 % of the state’s policy goal for reducing the industrial component of GHG emissions over the next decade. The role of policy in supporting material and energy exchanges is also discussed as the central cluster of two power plants and two refineries share steam and water in part under regulatory requirements.

Conclusions

The results show environmental benefits of the sharing of by-product resources accrued on a life cycle basis, while for the local context, the reduction of imported fuels and materials helps to reduce the external dependency of Oahu’s remote island economy. The environmental benefits of materials exchanges are often ignored in energy policy, though, as in this case, they can represent considerable savings.