Life cycle assessment of energy and GHG emissions during ethanol production from grass straws using various pretreatment processes

Purpose  

The aim of this study was to perform a well-to-pump life cycle assessment (LCA) to investigate the overall net energy balance and environmental impact of bioethanol production using Tall Fescue grass straw as feedstock. The energy requirements and greenhouse gas (GHG) emissions were compared to those of gasoline to explore the potential of bioethanol as sustainable fuel.     

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 emissions and energy study of biodiesel derived from waste cooking oil and diesel in Singapore

Background, aim and scope  

Biodiesel derived from Waste Cooking Oil (WCO) is considered highly environmentally sustainable since WCO is a waste product from domestic and commercial cooking processes and then recycled to a transportation fuel in Singapore. In addition, it avoids the conversion of land use for crop production. This is a strong advantage for Singapore which has relatively smaller land space than other countries. The import of virgin oil as feedstock into Singapore is also avoided. Therefore, the more appropriate feedstock to produce biodiesel in Singapore context is WCO. According to the National Environment Agency, diesel vehicles in Singapore contribute 50% of the total particulate matter smaller than 2.5 μm (PM_0.25) emissions to air ambient. Hence, the aim of this life cycle assessment study was to compare the environmental performances of biodiesel derived from WCO and low sulphur diesel in terms of global warming potential, life cycle energy efficiency (LCEE) and fossil energy ratio (FER) using the life cycle inventory. The results of this study would serve as a reference for energy policy makers and environmental agencies.     

Recycling in buildings: an LCA case study of a thermal insulation panel made of polyester fiber,recycled from post-consumer PET bottles

Background, aim, and scope  

The interest in polyethylene terephthalate (PET) recycling is quite recent, but it has been growing steadily over the past few years. In this context, the aim of this paper is to assess the eco-profile, the energy savings and the environmental benefits of the use of recycled raw materials to manufacture products for thermal insulation of buildings in Italy (i.e., PET bottles post-consumer).     

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.     

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.

Material and methods

A full life cycle assessment with regards to greenhouse gas emissions and savings has been carried out for different aluminium applications in cars as compared to the same applications in steel or cast iron. The case studies reference real cases, where aluminium is actually used in series production. The studies are based on a greenhouse gas lifecycle model, which has been developed following the ISO standard 14040 framework. For each component, sensitivity analysis is applied to determine the impact of lifetime driving distance, driving characteristics (impact of air friction) and recycling rate.

Results

Life cycle results show that in automotive applications, each kilogram of aluminium replacing mild steel, cast iron or high strength steel saves, depending on the specific case (bumper and motor block of a compact car, front hood of a large family car, body-in white of a luxury car), between 13 and 20 kg of greenhouse gas emissions.

Discussion

The performed sensitivity analysis finds that even with ‘worst case’ scenarios savings are still significant.

Conclusions

The results not only demonstrate significant benefits of aluminium with regard to greenhouse gas savings but also show that these are very sensitive to variations of the recycling rate, the life-time driving distance and the driving behaviour.

Recommendations and perspectives

Good care is needed to gather life-cycle data and to make informed estimates, where no data are available. Furthermore, greenhouse gas savings for additional components should be calculated using this life cycle model to sustain the findings.

     

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.     

Life cycle assessment of fuel ethanol from cane molasses in Thailand

Background, aim and scope

After China and India, Thailand is considered another emerging market for fuel ethanol in Asia. At present, ethanol in the country is mainly a fermentation/distillery product of cane molasses, although cassava and cane juice are considered other potential raw materials for the fuel. This study aims to evaluate the environmental impacts of substituting conventional gasoline (CG) with molasses-based gasohol in Thailand.

Materials and methods

The life cycle assessment (LCA) procedure carried out follows three interrelated phases: inventory analysis, characterization and interpretation. The functional unit for the comparison is 1 l gasoline equivalent consumed by a new passenger car to travel a specific distance.

Results

The results of the study show that molasses-based ethanol (MoE) in the form of 10% blend with gasoline (E10), along its whole life cycle, consumes less fossil energy (5.3%), less petroleum (8.1%) and provides a similar impact on acidification compared to CG. The fuel, however, has inferior performance in other categories (e.g. global warming potential, nutrient enrichment and photochemical ozone creation potential) indicated by increased impacts over CG.

Discussion

In most cases, higher impacts from the upstream of molasses-based ethanol tend to govern its net life cycle impacts relative to CG. This makes the fuel blend less environmentally friendly than CG for the specific conditions considered. However, as discussed later, this situation can be improved by appropriate changes in energy carriers.

Conclusions

The LCA procedure helps identify the key areas in the MoE production cycle where changes are required to improve environmental performance. Specifically, they are: (1) use of coal as energy source for ethanol conversion, (2) discharge of distillery spent wash into an anaerobic pond, and (3) open burning of cane trash in sugar cane production.

Recommendations and perspectives

Measures to improve the overall life cycle energy and environmental impacts of MoE are: (1) substituting biomass for fossil fuels in ethanol conversion, (2) capturing CH₄ from distillery spent wash and using it as an energy supply, and (3) utilizing cane trash for energy instead of open burning in fields.     

Life cycle inventory for electric energy system in Brazil

Goal, Scope and Background  

The goal of this paper is to present the modeling of life cycle inventory (LCI) for electric energy production and delivery in Brazil for the reference year 2000 by application of ISO 14040. Site specific data along with sector production data have been combined to construct an energy production model, which has been applied to emissions estimation. Background-data of all the inputs and outputs from the system have been inventoried as follows: gross electric energy generation, installed nameplate capacity, flooded area, losses, emissions to air / water, process waste, used fuel, efficiency and land use.     

Life cycle analysis of algae biodiesel

Background, aim, and scope  

Algae biomass has great promise as a sustainable alternative to conventional transportation fuels. In this study, a well-to-pump life cycle assessment (LCA) was performed to investigate the overall sustainability and net energy balance of an algal biodiesel process. The goal of this LCA was to provide baseline information for the algae biodiesel process.     

Life cycle cost analysis of fuel ethanol produced from cassava in Thailand

Background, aim, and scope

As a net oil importer, Thailand has a special interest in the development of biofuels, especially ethanol. At present, ethanol in the country is mainly a fermentation/distillery product of cane molasses, but cassava holds superior potential for the fuel. This study aims to assess the economics of cassava-based ethanol as an alternative transportation fuel in Thailand. The scope of the study includes the cassava cultivation/processing, the conversion to ethanol, the distribution of the fuel, and all transportation activities taking place within the system boundary.

Materials and methods

The life cycle cost assessment carried out follows three interrelated phases: data inventory, data analysis, and interpretation. The functional unit for the comparison between ethanol and gasoline is the specific distance that a car can travel on 1 L ethanol in the form of E10, a 10% ethanol blend in gasoline.

Results

The results of the analysis show, despite low raw material cost compared to molasses and cane-based ethanol, that cassava ethanol is still more costly than gasoline. This high cost has put an economic barrier to commercial application, leading to different opinions about government support for ethanol in the forms of tax incentives and subsidies.

Discussion

Overall, feedstock cost tends to govern ethanol’s production cost, thus, making itself and its 10% blend in gasoline less competitive than gasoline for the specific conditions considered. However, this situation can also be improved by appropriate measures, as discussed later.

Conclusions

To make ethanol cost-competitive with gasoline, the first possible measure is a combination of increasing crop yield and decreasing farming costs (chemical purchase and application, planting, and land preparation) so as to make a 47% reduction in the cost per tonne of cassava. This is modeled by a sensitivity analysis for the cost in the farming phase. In the industrial phase of the fuel production cycle, utilization of co-products and substitution of rice husk for bunker oil as process energy tend to reduce 62% of the price gap between ethanol and gasoline. The remaining 38% price gap can be eliminated with a 16% cut of raw material (cassava) cost, which is more practical than a 47% where no savings options in ethanol conversion phase are taken into account.

Recommendations and perspectives

The life cycle cost analysis helps identify the key areas in the ethanol production cycle where changes are required to improve cost performance. Including social aspects in an LCC analysis may make the results more favorable for ethanol.     

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.

     

Home heating in temperate Australia

Background, aim, and scope  

Home heating is an important component of life in inland temperate Australia, and firewood remains a common and relatively inexpensive fuel. However, supplies of firewood are becoming scarce, and excessive smoke pollution is becoming a problem in some places, partly due to poor management of fires. The alternative energy sources are electricity and gas, and the aim of this study is to compare the relative merits of these three energy sources for their impacts on the physical environment.     

Fouling release coating application as an environmentally efficient retrofit: a case study of a ferry-type ship

Purpose and methods

The paper introduces a simple retrofit performed on a case study vessel, with the aim of assessing the retrofit’s potential environmental impacts via doing a life cycle assessment. Additionally, the case presented herein strives to evidence the applicability of life cycle assessment (LCA) appraisals within shipyard representatives or managers.

Results and discussion

The environmental results shown in this paper are related to cost calculations presented for the selected retrofit, underlining the potential environmental impacts from the retrofit, while appraising its economic performance.

Conclusions

The paper strives to evidence that significant savings with regard to fuel costs can be achieved by the application of this retrofit to ships with a similar operational profile, but more importantly, the improved operational efficiency and the emission reductions can be noteworthy. Lastly, the results summarised intend to offer an optimistic context towards the implementation of the retrofit at a larger scale, i.e. a section of the existing fleet.     

Carbon and life cycle implications of thermal recovery from the organic fractions of municipal waste

Purpose

The aim of this research was to determine the optimum way of recovering energy from the biodegradable fractions of municipal waste. A part-life cycle study was carried out on the following wastes: paper, food waste, garden waste, wood, non-recyclable mixed municipal waste and refuse-derived fuel. The energy recovery processes considered were incineration, gasification, combustion in dedicated plant, anaerobic digestion and combustion in a cement kiln.

Methods

The life cycle assessment (LCA) was carried out using WRATE, an LCA tool designed specifically for waste management studies. Additional information on waste composition, waste collection and the performance of the energy recovery processes was obtained from a number of UK-based sources. The results take account of the energy displaced by the waste to energy processes and also the benefits obtained by the associated recycling of digestates, metals and aggregates as appropriate.

Results and discussion

For all the waste types considered the maximum benefits in terms of climate change and non-renewable resource depletion would be achieved by using the waste in a cement kiln as a substitute fuel for coal. When considering the impacts in terms of human toxicity, aquatic ecotoxicity, acidification and eutrophication, direct combustion with energy recovery was the best option. The results were found to be highly sensitive to the efficiency of the energy recovery process and the conventional fuel displaced by the recovered energy.

Conclusions and recommendations

This study has demonstrated that LCA can be used to determine the benefits and burdens associated with recovering energy from municipal waste fractions. However, the findings were restricted by the lack of reliable data on the performance of waste gasification and anaerobic digestion systems and on the burdens arising from collecting the wastes. It is recommended that further work is carried out to address these data gaps.     

Environmental assessment of black locust (<Emphasis Type="BoldItalic">Robinia pseudoacacia</Emphasis> L.)-based ethanol as potential transport fuel

Purpose  

Lignocellulosic ethanol has received special research interest, driven by concerns over high fuel prices, security of energy supplies, global climate change as well as the search of opportunities for rural economic development. A well-to-wheel analysis was conducted for ethanol obtained from black locust (Robinia pseudoacacia L.) by means of the life cycle assessment (LCA) methodology. This study assesses the environmental profile of using ethanol in mixtures E10 and E85 as transport fuel in comparison with conventional gasoline (CG). In addition, the best model of black locust cultivation was analysed under an environmental point of view.     

Life cycle assessment of fine chemical production: a case study of pharmaceutical synthesis

Background, aim, and scope  

Pharmaceuticals have been recently discussed in the press and literature regarding their occurrence in rivers and lakes, mostly due to emissions after use. The production of active pharmaceutical ingredients (APIs) has been less analyzed for environmental impacts. In this work, a life cycle assessment (LCA) of the production of an API from cradle to factory gate was carried out. The main sources of environmental impacts were identified. The resulting environmental profile was compared to a second pharmaceutical production and to the production of basic chemicals.     

The environmental LCA of steel vs HDPE car fuel tanks with varied pollution control

Purpose  

There has been an increasing use of plastic motor car fuel tanks in recent decades with the expected benefits of lighter weight, shape flexibility and lower cost. In this paper, the environmental life cycle assessments of mild steel and high-density polyethylene (HDPE) car fuel tanks in Japan are compared for two cases, namely the current average processes (base case), and for the same processes with the maximum currently feasible pollution control technology installed.     

Taking into account water use impacts in the LCA of biofuels: an Argentinean case study

Purpose  

The assessment of biofuels has until now mainly focused on energy demand and greenhouse gas emissions. Only little attention has been given to other impacts, although the general importance of water use for the life cycle assessment (LCA) of agricultural products has been recognized in recent publications. The aim of this work is to assess in detail the water consumption along a biofuel production chain taking into account irrigation efficiencies, levels of water scarcity, and type of feedstock, and to integrate those results in a full LCA. Furthermore, we compare the results for biofuels from various feedstocks and regions with conventional petrol.     

Life cycle analysis on the design of induction motors

Purpose  

Herein is reported an application of life cycle analysis (LCA), using the Methodology for the Ecodesign of Energy Using Products (MEEUP), in order to assess the influence of some design parameters in the environmental impact of three-phase induction motors. A motor design procedure to minimize the total environmental impact, based on data obtained from commercial motors, is presented. This procedure is specially intended for the low power range due to the greater potential for energy savings in motors having an output power of 0.75 to 4 kW.