Abstract

Daqing is situated in one of the severely cold regions of China. The living environment in this region is extremely poor because of the harsh climate and the backward economy. The external wall is an important component of the external envelope of buildings, and it greatly contributes to the indoor thermal environment. By taking the external wall as the research object, this study summarizes the characteristics of the external wall structure and analyzes the common materials used in existing rural residences. Specifically, we combine life cycle theory and ecological footprint (EF) theory and introduce the green external wall structure, as well as its application in practice, in accordance with the local ecosystem. Results show that anecological residence offers a better environment and greater economic benefits than a traditional residence. The annual energy consumption, CO2 consumption, and EF of the ecological residence in this study are lower than those of the traditional residence by 69.61%, 17.5 t, and 99.47%, respectively.

Abstract

Part 7: Lean and Green Manufacturing; International audience; In recent years the topic of air pollution is gaining more attention due to the health effects its has on human lives. At the same time, we can observe popularization of Electric Vehicles (EVs), due to their environmental and economic benefits. However, a few studies suggest that EVs might be not environmental friendly in the long term. Hence, there is a need to investigate the emissions produced by EVs and the monetary cost of them on the health. This paper aims to quantify the cost of health diseases by employing life cycle assessment of EVs in Japan, China, Poland and the United Kingdom. The results of the study imply that the total cost of health issues is lower when import of EVs is from the nearby countries, which generate electricity from clean energy resources or when it is produced in a low emission country locally. Document type: Part of book or chapter of book

Abstract

Orientador: Joaquim Eugênio Abel Seabra Dissertação (mestrado) - Universidade Estadual de Campinas, Faculdade de Engenharia Mecânica Made available in DSpace on 2018-08-31T14:38:02Z (GMT). No. of bitstreams: 1 Vargas_JorgeEnriqueVelandia_M.pdf: 3745713 bytes, checksum: 23fddad2e5ff9793fdec59f2691a1de8 (MD5) Previous issue date: 2016 Resumo: O interesse na redução das emissões de gases de efeito estufa (GEE) têm promovido a adoção de veículos elétricos (VE). Porém, os potenciais benefícios ambientais da adoção desses veículos dependem do perfil de geração de eletricidade (o que inclui a matriz de geração do local) e como as baterias serão recarregadas. Este trabalho teve como objetivo geral a comparação dos potenciais impactos ambientais do transporte de passageiros através de VE e veículos de combustão interna (VCI) (flex, usando etanol e gasolina) no contexto brasileiro, considerando tanto o ciclo de vida dos veículos (mas desconsiderando sua desmontagem), quanto das fontes de energia. A análise avaliou as condições atuais (2014) e condições futuras (2030), adotando 1 km como unidade funcional. Foi considerada uma abordagem atribucional, com alocação em base energética, e o CML-2000 Baseline como método de AICV. Nove categorias de impacto ambiental foram avaliadas: aquecimento global, depleção da camada de ozônio, toxicidade humana, ecotoxicidade terrestre, oxidação fotoquímica, acidificação e eutrofização. O software Simapro 8 foi utilizado como ferramenta de suporte para as análises. Para o cenário 2014, analisaram-se dois casos de recarga do VE: na média e no horário de maior demanda (HMD) de energia elétrica. Os resultados no caso atual mostram que, no caso do elétrico, a maior parte dos impactos potenciais ao meio ambiente estão associados à produção do veículo. O VE em 2014 apresenta os piores resultados em cinco de nove categorías de impacto. Para oxidação fotoquímica, a manutenção do veículo contribui com mais de 80% para o impacto (devido às emissões de etileno), e somente para aquecimento global a contribuição relacionada à geração de energia elétrica responde por mais da metade dos impactos. Apesar do predomínio da fonte hídrica na matriz elétrica brasileira, relevantes emissões de metano e CO2 decorrentes da mudança do uso da terra são atribuídas aos reservatórios, afetando assim o perfil ambiental do VE. Quando da consideração do perfil de geração de eletricidade no horário de maior demanda, e.g., que corresponderia à recarga do veículo durante o horário de ponta, as mesmas conclusões são aplicáveis, uma vez que o perfil de geração no HMD e na média apresentam variação relativamente pequena Já para o cenário 2030, analisam-se dos cenários, baixas e maiores emissões, para cada um estuda-se a recarga na média e no HMD. No geral ocorre uma redução de todos os impactos potenciais por km rodado em 2030. Como também é esperada uma evolução da eficiência dos VCI (mas proporcionalmente menor do que a do VE), seus perfis ambientais também foram consideravelmente reduzidos. No caso do etanol, um efeito adicional advém da evolução da eficiência agroindustrial da cadeia da cana de açúcar. Para aquecimento global, por exemplo, espera-se que o impacto potencial do transporte elétrico em 2030 seja reduzido em mais de 40% quando comparado a 2014. Por fim, espera-se que o VE apresente uma melhoria mais acentuada do que as demais opções, com exceção da oxidação fotoquímica e da eutrofização. Dessa forma, o transporte com etanol se mostra como a melhor alternativa com relação a aquecimento global e toxicidades, enquanto que o elétrico se torna a melhor opção nas categorias de acidificação e depleções fósseis e da camada de ozônio (mas com vantagem marginal) Abstract: The interest in reducing the greenhouse gases (GHGs) emissions has promoted the adoption of electric vehicles. However, the potential environmental benefits of adopting electric cars will strongly depend on electricity generation mix (which includes the local electricity generation matrix) and how the batteries will be recharged. This study aimed to compare the potential environmental impacts of passenger transport in both electric vehicles (EVs) and internal combustion vehicles (ICVs) (flex-fuel, using ethanol and gasoline) in the Brazilian context, considering both the life cycle of vehicles and the energy sources. The analysis assessed the current conditions (2014) and future conditions (2030), adopting 1 km as a functional unit. An attributional approach was considered, as well as an energy-base allocation criterium, and CML-2000 Baseline as LCIA method. Nine categories of environmental impact were evaluated: global warming, depletion of the ozone layer, human toxicity, terrestrial ecotoxicity, photochemical oxidation, acidification and eutrophication. Simapro 8 was selected as software tool for the analysis. Two cases of EV recharging for 2014 scenario were analyzed: mean conditions (non-peak) and higher demand hours (HDH). The results show that, with regards to EV for 2014, most of the potential environmental impacts are associated with the production of the vehicle. The EV 2014 shows the worst results in five of nine categories. For photochemical oxidation, vehicle maintenance contributes for over 80% to the impact (due to ethylene emissions), electricity generation related contribution accounts for more than half of impacts for global warming. Despite hydroelectricity predominance in the Brazilian energy matrix, significant emissions of methane and CO2 resulting from land use change are attributed to reservoirs, thus affecting the environmental profile of the electricity. When considering the electricity generation mix in higher demand hours, e.g., which would correspond to vehicle recharge during peak consumption hours, the same conclusions are applicable, since the generation profile in HDH and non-peak hours present relatively little variations. As for the 2030 scenario, we analyzed low and higher emission scenarios, considering battery recharge for average (non-peak) hours and HDH. Overall there is a reduction of all potential impacts per km in 2030 as compared to 2014, as it was expected, as a consequence of ICV use-phase efficiency evolution (although proportionately less than the EV). In the case of ethanol, an additional effect arises from the evolution of agroindustrial efficiency of sugarcane chain. For global warming, for example, it is expected that the potential impact of electric transport 2030 is reduced by over 40% compared to 2014. Finally, it is expected that the VE will achieve greater improvements than ethanol and gasoline options, except for photochemical oxidation and eutrophication. That way, ethanol transportation is shown as the best alternative with respect to global warming and toxicities, while the electric car becomes the best option in acidification and fossil depletion and ozone layer depletion categories ( although only marginal advantage) Mestrado Planejamento de Sistemas Energeticos Mestre em Planejamento de Sistemas Energéticos 97550-15 Funcamp CAPES

Abstract

This paper presents a review of research and models regarding sustainability of railway passenger services. In order to take into account all relevant aspects in terms of environmental impacts of a railway passenger service, a holistic system perspective is required, that includes a whole life cycle assessment. A life cycle approach is important since comparison of for instance only the exhaust emissions of an electric vehicle with a petrol vehicle is misleading, due to neglecting the emissions of for instance electrical energy production process. Thus, all stages in energy carrier, vehicle and infrastructure life cycles are to be considered. Existing models are analyzed, as well as possible developments, focusing on diesel and electrical traction as the most common traction options in use, and on GHG emissions, especially on CO2, which takes the greatest part in all emissions. Issues and challenges in improving the environmental impact of railway passenger services are addressed. Additionally, several areas are indicated where environmental aspects could be included in future assessment models. The main challenge is answering how the existing partial assessments can be brought together and, together with filling the identified gaps, allow to conduct a comprehensive LCA which will produce real-world emissions estimations. Results of this paper will be used as an input in developing a framework for quantifying and improving overall environmental impacts of a railway passenger service.

Abstract

This paper presents a review of research and models regarding sustainability of railway passenger services. In order to take into account all relevant aspects in terms of environmental impacts of a railway passenger service, a holistic system perspective is required, that includes a whole life cycle assessment. A life cycle approach is important since comparison of for instance only the exhaust emissions of an electric vehicle with a petrol vehicle is misleading, due to neglecting the emissions of for instance electrical energy production process. Thus, all stages in energy carrier, vehicle and infrastructure life cycles are to be considered. Existing models are analyzed, as well as possible developments, focusing on diesel and electrical traction as the most common traction options in use, and on GHG emissions, especially on CO2, which takes the greatest part in all emissions. Issues and challenges in improving the environmental impact of railway passenger services are addressed. Additionally, several areas are indicated where environmental aspects could be included in future assessment models. The main challenge is answering how the existing partial assessments can be brought together and, together with filling the identified gaps, allow to conduct a comprehensive LCA which will produce real-world emissions estimations. Results of this paper will be used as an input in developing a framework for quantifying and improving overall environmental impacts of a railway passenger service.

Abstract

The number of battery electric vehicle models available in the market has been increasing, as well as their battery capacity, and these trends are likely to continue in the future as sustainable transportation goals rise in importance, supported by advances in battery chemistry and technology. Given the rapid pace of these advances, the impact of new chemistries, e.g., lithium-manganese rich cathode materials and silicon/graphite anodes, has not yet been thoroughly considered in the literature. This research estimates life cycle greenhouse gas and other air pollutants emissions of battery electric vehicles with different battery chemistries, including the above advances. The analysis methodology, which uses the greenhouse gases, regulated emissions, and energy use in transportation (GREET) life-cycle assessment model, considers 8 battery types, 13 electricity generation mixes with different predominant primary energy sources, and 4 vehicle segments (small, medium, large, and sport utility vehicles), represented by prototype vehicles, with both battery replacement and non-replacement during the life cycle. Outputs are expressed as emissions ratios to the equivalent petrol internal combustion engine vehicle and two-way analysis of variance is used to test results for statistical significance. Results show that newer Li-ion battery technology can yield significant improvements over older battery chemistries, which can be as high as 60% emissions reduction, depending on pollutant type and electricity generation mix. This research was funded by Fundação para a Ciência e a Tecnologia, grant number UID/Multi/00308/2019, INESC-Coimbra R&D project “Alternative Fuel Vehicles”. info:eu-repo/semantics/publishedVersion Document type: Article

Abstract

From the perspective of life cycle assessment (LCA), the development, construction, and operation of all kinds of new energy power generation technologies release greenhouse gas (GHG) emissions. This sparks concerns about the low-carbon nature of the new energy power generation technologies. Based on national and international literature review, this paper estimates and compares the GHG emission factors of traditional thermal power generation and new energy power generation technologies in China with the LCA approach. The GHG mitigation potential of new energy power generation technologies as substitution for traditional thermal power generation in China was evaluated, according to the objectives of new energy power generation of the national development planning. The results show that the GHG emission factors of new energy power generation are much lower than that of traditional thermal power generation even with LCA accounting, and the GHG mitigation potential of new energy substitution is huge. Liu, S.-Q., X.-Q. Mao, Y.-B. Gao, et al., 2012: Life cycle assessment, estimation and comparison of greenhouse gas mitigation potential of new energy power generation in China. Adv . Clim . Change Res ., 3 (3), doi: 10.3724/SP.J.1248.2012.00147.

Abstract

The Swedish company Solelia Greentech AB has developed a charging station forelectric vehicles based on photovoltaic electricity. This report aims to examine theenvironmental impacts of the charging station in terms of greenhouse gas emissionsand energy flows. This has been done by performing a life cycle assessment. Theresults were further investigated through a sensitivity analysis considering recyclingand production site. From these results, the charging station’s greenhouse gas andenergy payback times have been calculated.The report concludes that the charging station has an energy payback time of 3.5years. The greenhouse gas payback time varies from 4 to 117 years depending onassumptions about the electricity in the national electricity grid, which the electricityproduced by the charging station is calculated to substitute. The total energy infusionto the system is 9.4 MWh and the greenhouse gas emissions per delivered kWh fromone charging station during its lifetime are calculated to 0.078 kg CO2eq.

Abstract

El objetivo de esta tesis es proporcionar un mayor grado de conocimiento sobre ciertos aspectos medioambientales del transporte por carretera que aún no han sido investigados en profundidad. En concreto, la tesis aborda las siguientes líneas de investigación: análisis del ciclo de vida (ACV) de los pavimentos de carreteras, ACV del ruido del transporte por carretera, y valoración de los costes externos del ruido del transporte por carretera. "p"La evaluación ambiental del transporte rodado se ha centrado fundamentalmente en los impactos ambientales de las emisiones atmosféricas de los vehículos que circulan por las carreteras, mientras que los impactos de la construcción, mantenimiento y fin de vida de las carreteras no han recibido demasiada atención. La metodología del ACV puede ser útil para abordar esta limitación, ya que tiene como objetivo evaluar los impactos ambientales asociados a todas las etapas del ciclo de vida de un producto o servicio desde la cuna hasta la tumba. En esta tesis se ha realizado un ACV exhaustivo de pavimentos de carreteras, y se ha desarrollado una herramienta de ACV para calcular de forma automática los impactos ambientales de los pavimentos. Se han analizado distintos tipos de pavimentos, incluyendo mezclas bituminosas en caliente (MBC, fabricadas a 165 °C), mezclas bituminosas templadas (MBT, fabricadas a 135 °C) mediante la adición de zeolitas sintéticas, y mezclas bituminosas con pavimento asfáltico reciclado (PAR). De este modo, se han evaluado los impactos ambientales asociados al consumo de energía y a las emisiones atmosféricas, así como otros impactos ambientales debidos a la extracción y procesado de minerales, betunes y aditivos químicos; fabricación de asfaltos; transporte de materiales; pavimentación; tráfico durante la vida útil del pavimento; transformación y ocupación del suelo; desmantelamiento del pavimento al final de su vida útil y su reciclaje o eliminación en vertedero. También se han realizado simulaciones mediante el método de Monte Carlo para tener en cuenta la variabilidad de ciertos parámetros de entrada críticos. Al considerar todo el ciclo de vida, se ha observado que los impactos de los pavimentos de MBT a base de zeolita son casi idénticos a los impactos de los pavimentos de MBC con el mismo contenido de PAR. La reducción de los impactos que se obtiene en las MBT al disminuir la temperatura de fabricación queda contrarrestada por los mayores impactos de los materiales utilizados, sobre todo los impactos de las zeolitas sintéticas. Por otro lado, al comparar mezclas bituminosas con distintos contenidos de PAR, se ha observado que los impactos de las mezclas se reducen de forma significativa al añadir PAR. Todos los impactos en las categorías "de punto final", así como los impactos en las categorías de cambio climático, agotamiento de recursos fósiles y demanda de energía acumulada, se han reducido un 13-14% mediante la adición de un 15% de PAR. Una ventaja clave de las MBT es el uso potencialmente mayor de PAR. Por lo tanto, la reducción de los impactos que se consigue añadiendo grandes cantidades de PAR a las MBT podría convertirlas en una buena alternativa a las MBC desde el punto de vista medioambiental. "p"A diferencia de otros contaminantes del transporte rodado (por ejemplo, las emisiones gaseosas), el ruido rara vez se incluye en los estudios de ACV, debido a que tiene ciertas particularidades (dependencia de factores locales, imposibilidad de agregar linealmente sus emisiones, etc.) que dificultan la evaluación de su impacto. La escasez de datos sobre ruido ha supuesto un inconveniente añadido para evaluar su impacto. Sin embargo, la publicación reciente de los mapas estratégicos de ruido ofrece la oportunidad de superar estas limitaciones. En esta tesis se ha desarrollado un método para evaluar el impacto del ruido del transporte rodado e integrarlo en el marco del ACV. Este método resuelve las limitaciones metodológicas observadas en otros trabajos previos y permite realizar las evaluaciones a partir de datos de los mapas estratégicos de ruido. Los impactos del ruido sobre la salud se cuantifican en DALYs (años de vida ajustados por discapacidad), posibilitando la comparación y agregación del ruido con otros contaminantes nocivos para la salud. La tesis también incluye un caso de estudio donde el método propuesto se ha aplicado para calcular el impacto del ruido causado por un vehículo pesado adicional en tres carreteras distintas. El impacto del ruido causado por el vehículo pesado varía considerablemente de una carretera a otra (hasta el punto de doblarse), debido a la dependencia del impacto del ruido de factores locales, como las condiciones de tráfico y la densidad de población cercana a las carreteras. La extrapolación de los resultados obtenidos para una carretera determinada a otras carreteras puede, por lo tanto, conducir a estimaciones erróneas de los impactos del ruido, siendo difícil predecir el error incurrido. Por esta razón, se recomienda realizar evaluaciones específicas del impacto del ruido para cada caso particular, siempre que haya datos de tráfico y de exposición al ruido. El método propuesto permite realizar tales evaluaciones de forma sencilla y eficaz a partir de datos públicos disponibles en los mapas estratégicos de ruido. Además, el impacto del ruido causado por el vehículo pesado se ha comparado y agregado con los impactos sobre la salud debidos al consumo de combustible y a las emisiones atmosféricas de ese mismo vehículo. El impacto del ruido ha supuesto entre el 2,58% y el 4,96% del impacto total causado por el vehículo pesado adicional. El ruido ha resultado ser la tercera categoría de impacto más significativa en términos de daños a la salud, únicamente superado por el cambio climático y por la formación de partículas. Por lo tanto, el ruido del transporte rodado puede tener un impacto significativo comparado con otras categorías de impacto evaluadas normalmente en el ACV, lo que justifica su inclusión como categoría de impacto habitual en los estudios de ACV del transporte rodado. Una solución eficaz para reducir los impactos ambientales del transporte rodado es internalizar los costes externos de tales impactos mediante instrumentos de tarificación; por ejemplo, tasas a los usuarios de las carreteras según la contaminación que producen. Estas tasas pueden alentar a los usuarios a utilizar tecnologías del automóvil más limpias y a optimizar sus comportamientos logísticos, mientras que los ingresos de las tasas pueden destinarse a reducir la contaminación en su origen y a fomentar la movilidad sostenible. La Directiva Euroviñeta permite a los Estados miembros de la UE aplicar tasas a los vehículos pesados con el fin de compensar los costes de la contaminación acústica que originan. Para ello, proporciona un método para el cálculo de los costes externos del ruido del tráfico rodado. Este método requiere el uso de factores de ponderación para cada categoría de vehículo y para cada período del día con vistas a permitir la diferenciación de los costes del ruido, sin embargo, la Directiva Euroviñeta no proporciona valores específicos o directrices para el cálculo de tales factores. Por esta razón, en esta tesis se ha desarrollado un método alternativo para calcular los costes externos del ruido del tráfico rodado en Europa. Asimismo, se han desarrollado factores de ponderación mejorados que constituyen la base del método propuesto. Estos factores son más fiables que los que se aportan en otros estudios, ya que están altamente diferenciados para reflejar de forma precisa la influencia de los factores clave, como la categoría de vehículo, la velocidad y el período del día. El método propuesto permite obtener tasas basadas en la distancia para cualquier categoría de vehículo (turismos, furgonetas, vehículos pesados, ciclomotores y motocicletas) y período del día (día, tarde y noche), mientras que el método de la Directiva Euroviñeta solo es aplicable a los vehículos pesados en los períodos diurno y nocturno. La tesis también incluye un caso de estudio donde el método propuesto se ha aplicado para calcular los costes medios del ruido por vehículo-kilómetro según la categoría de vehículo y el período del día para tres carreteras distintas. Los costes del ruido difieren considerablemente de una carretera a otra (hasta el punto de casi triplicarse), debido a la dependencia de los costes del ruido de factores locales. Si se hubiera aplicado un enfoque "top-down", como establece la Directiva Euroviñeta, los costes del ruido habrían sido iguales en todas las carreteras, lo cual no es coherente con el principio de "quien contamina paga", que debe regir la tarificación por el uso de la infraestructura vial. Por otro lado, se ha comprobado que la falta de diferenciación en base a la velocidad, que presentan los factores de ponderación aportados en otros estudios previos, puede llevar a errores significativos de los costes del ruido atribuibles a los vehículos de las distintas categorías. Si en el caso de estudio se hubieran aplicado los factores de ponderación de otro estudio, el error cometido habría variado entre -37,36% y -24,27% para los turismos y entre 30,24% y 57,46% para los vehículos pesados, dependiendo de la carretera. Por lo tanto, las tasas aplicadas a los vehículos pesados se habrían sobrestimado considerablemente, lo cual también es incoherente con el principio de quien contamina paga.

Abstract

The quest towards increasing the energy density of traction battery technologies has led to the emergence and diversification of battery materials. The lithium sulfur battery (LSB) is in this regard a promising material for batteries due to its specific energy. However, due to its low volumetric energy density, the LSB faces challenges in mobility applications such as electric vehicles but also other transportation modes. To understand the potential environmental implication of LSB batteries, a comparative Life Cycle Assessment (LCA) was performed. For this study, electrodes for both an NMC111 with an anode graphite and a LSB battery cell with a lithium metal foil as anode were manufactured. Data from disassembly experiments performed on a real battery system for a mid-size passenger vehicle were used to build the required life cycle inventory. The energy consumption during the use phase was calculated using a simulative approach. A set of thirteen impact categories was evaluated and characterized with the ReCiPe methodology. The results of the LCA in this study allow identification of the main sources of environmental problems as well as possible strategies to improve the environmental impact of LSB batteries. In this regard, the high requirements of N-Methyl-2-pyrrolidone (NMP) for the processing of the sulfur cathode and the thickness of the lithium foil were identified as the most important drivers. We make recommendations for necessary further research in order to broaden the understanding concerning the potential environmental implication of the implementation of LSB batteries for mobility applications. Document type: Article