LNG: an alternative fuel for road freight transport in Europe

Currently, energy consumption in the worldwide transport sector depends on 92.8% oil fuels. This dependency, among other problems, produces high levels of harmful emissions, which makes it necessary to increase the use of less polluting and more cost-effective alternative sources as natural gas. Furthermore, this alternative fuel must have autonomy, security and as optimal storage volume as the natural gas use in liquid state. This paper reviews the liquefied natural gas (LNG) use advantages over other fuels and analyses its introduction prospects in the transport sector in Europe, specifically in road freight transport. Natural gas (NG) technology for transportation is mature and extended through the compressed use (CNG) in urban light vehicles. However, CNG has not been attractive for extra-urban use mainly by the limited energy storage volume and difficulties for NG stations installation. For this problem, a LNG vehicle with the same fuel tank size could travel up to 2.4 times the distance compared with CNG. LNG in heavy-duty trucks reduces GHG emissions per kilometre up to 20% and almost 100% SOx and particulate matter, as well the noise in inner cities, compared to diesel trucks. An additional advantage is the operation cost savings that would give a LNG conversion payback between 1 and 3 years. The European Union has promoted the construction of LNG stations by the TEN-T programme and projects as the ‘LNG Blue Corridors’ in order to create a road network with LNG stations each 400 km. In addition, the world natural gas reserves would ensure the energy supply for the transport sector in Europe. Hence, the LNG for road freight transport is a potential alternative to replace the traditional fuels in the short to medium term

Environmental assessment of road freight transport services beyond the tank-to-wheels analysis based on LCA

Reducing environmental impacts in transport motivates many studies to offer more sustainable freight services. However, most methodologies focus on impacts from fuel consumption, and approaches trying to integrate other transport components have not facilitated its application to actual and specific transport services. In this study, we present a harmonized approach to address the transport services with a holistic way to increase the knowledge about hotspots of the transport sector based on the life cycle assessment methodology. In this framework, vehicle manufacturing, fuel production, and infrastructure construction are the key transport components around the traffic process. Besides fuel usage, the operation and maintenance of vehicles and infrastructures are also included. We developed a tool to create the life cycle inventories for each transport component to be applied to specific transport services in any location with a comprehensive view and low uncertainty in the results. This approach was applied to road-freight services in Colombia, Malaysia, and Spain. The main results showed the nature and origin of the environmental impacts, which are highly influenced by the emissions control technologies, road characteristics, and traffic volume. The contribution of atmospheric pollutants per tonne-km can decrease by a quarter when Euro VI trucks on highways instead of conventional trucks on single-lane roads are used. However, these contributions are highly affected by fuel production due to the origin of biofuels. The proposed methodology provides relevant information to estimate transport impacts in the life cycle assessment of products with superior precision and identify strategies for systemically improving sustainability

Internalisation of environmental costs of decentralised nitrogen fertilisers production

Purpose Ammonia (NH3) production is an energy-intensive process that is concentrated in a few countries at large-scale plants, mainly using the Haber–Bosch (HB) process. Local plants next to farmers can reduce environmental impacts, as well as reduce storage, shortage risks, and price volatility of fertilisers. Since local NH3 production is not cost-effective, we analyse how internalisation of environmental impacts into economic analyses could help to promote novel technologies for NH3 synthesis when supplied with renewable energy. Methods Mini-HB plants working at high pressure and temperature, as well as novel alternatives based on plasma reactors working at ambient conditions and using electricity from renewable sources, have been recently proposed for decentralised NH3 production. To evaluate the environmental performances of these alternative and traditional NH3 pathways, a life cycle assessment was performed to quantify the reduced emissions in each production process and the impacts of by-product utilisation, such as steam, oxygen, or carbon black. Different scales of storage and transportation, fuelled by traditional energy sources, were modelled to quantify the impacts of the simplified NH3 supply chains. A review of monetary valuation coefficients was performed to internalise the life cycle environmental impacts into the techno-economic analyses of NH3 production in Australia. Results and discussion Most of the estimated environmental costs were due to the carbon emissions of conventional plants and thermal plasma plants because of the use of fossil-based electricity. However, the high external costs associated with the photochemical oxidant formation and particulate matter affected the thermal plasma and non-thermal plasma (NTP) plants, costing in total 9,500 and 4,200 $/t NH3, respectively, due to the impacts of solar panels manufacturing. In contrast, electrolyser-HB plants obtained rates of 114$/t NH3 because of the high energy efficiency and oxygen sales. In the future scenario for NTP-based plants, this alternative could also be competitive with rates of 222 $/t NH3. Additionally, the estimated total external costs for the conventional NH3 industry in Australia amounted to about US$5 billion per year. Conclusions Electrolyser-HB plants could be cost-effective in the short term due to the energy efficiency of HB processes. However, the HB process has reached its efficiency limits, while the NTP process still has room for improvement, as well as its production costs are lower at smaller scales. In addition, if monetised environmental costs are analysed for a whole industry, public administrations could be prompted to invest the expected savings in the promotion of these novel technologies

Well-to-wheels approach for the environmental impact assessment of road freight services

The diffuse nature of road transport and the heterogeneity of heavy vehicles have hindered the implementation of emissions accounting systems. Even though there are emission factors in well-known databases, these factors have commonly been designed in industrialized countries, which might have geography, type of roads, and operating conditions different to other countries. This paper proposes a method for the energy consumption and emissions estimation based on vehicle operating conditions in regions with different topology, such as Colombia, Malaysia, and Spain, as case studies. Moreover, the environmental impacts of fuel production in each country are calculated. The diesel consumption on mountainous roads for a full loaded rigid truck in Colombia was 45 L/100 km, compared to averages between 22–26 L/100 km from other sources usually applied. In contrast, the diesel consumption for an articulated truck on a hilly road in Spain from both the proposed method and generic databases coincided in 31 L/100 km. The vehicle speed, load, and road gradient also generated large variations up to 145% in the air pollutants’ estimation. This study contributes to the need for more research about emission factors and tools that facilitate and reduce uncertainty in the environmental accounting in freight companies in different geographies

Comparative life cycle assessment for the manufacture of bio-detergents.

The increasing consumption of cleaning products deteriorates water resources due to harmful components such as phosphorus (P) and nitrogen (N) compounds, oils, bleach, and acids, typical compounds in traditional detergents. The use of biodegradable detergents as an environmentally friendly alternative has been proposed in different regions. In Colombia, resolution 1770/2018 sets a minimum biodegradability rate of 60% for the surfactants present in liquid detergents, which would reduce to a similar extent the impacts on water after their use. However, the environmental impacts of the supply chain of these detergents and their raw materials have not been evaluated so far. This study presents an environmental life cycle assessment of petroleum-based liquid detergents and a comparison to traditional solid detergents, based on the ISO 14040 standard and the ReCiPe-2016 impacts assessment method. A novel bio-detergent containing anionic plant-based surfactants was proposed in this analysis. The impacts of packaging and the distribution of the product to consumers were also considered. Raw materials contributed to 91% of the total of 314 g of CO eq generated per liter of liquid detergent, where the production of fatty alcohol sulfate and PET packaging shared 78.8% and 12.2% of the total impact, respectively. It was also determined that 5.4 L of water are consumed and 0.09 g of P eq and 0.1 g of N eq are emitted per liter of detergent. This liquid detergent presented better environmental performance than traditional detergents in all the impact categories, except for the fossil resource scarcity category. The evaluated detergent would significantly mitigate the generation of negative effects on ecosystems. Moreover, the substitution of PET for HDPE packaging could reduce the impacts on freshwater eutrophication by 10%, although the carbon footprint can slightly increase, which could be compensated due to its higher recyclability rate. In contrast, the proposed bio-detergent would not have significant benefits and would negatively affect water consumption and land use in its supply chain

Social organizational life cycle assessment of transport services : case studies in Colombia, Spain, and Malaysia

Freight operations are relevant for economies but can negatively impact society due to the performance of activities related to fuel production, vehicle manufacturing, and infrastructure construction. This study applies the social organizational life cycle assessment (SO-LCA) methodology to analyze the social performance of companies involved in the supply chain of road transport companies located in different contexts such as Latin American, European, and Asian. The results of the three case studies are compared to analyze the methodology’s robustness and the influence of development and culture on how social performance is perceived. An approach for the SO-LCA, based on the UNEP/SETAC guidelines, was applied to freight companies in Colombia, Spain, and Malaysia. This integrated approach considers the key components of the transport system: fuels, vehicles, and infrastructure. A multi-tier inventory analysis was performed for 26 social impact subcategories, and reference scale assessments were applied to obtain single and aggregated social performance indexes. Interviews with stakeholders were used to aggregate indexes and identify priorities for decision-making in different contexts. First, the stakeholders concurred that freight companies must focus on labor rights to improve their social performance. The second social category in order of importance was human rights, except in the Spanish case study, where it was socioeconomic repercussions. These results indicate that social impact subcategories are influenced by socioeconomic development and the culture or beliefs of its inhabitants. These specificities help identify hotspots and stakeholder concerns toward which transport companies should direct their efforts. This study expands the range of indicators for social impact measurement and the known literature by investigating social matters for different categories of stakeholders spanning three continents. When these indicators are fully developed, their consideration in management practices could benefit business practitioners

Informe de gestión 2017-2020

Este documento reseña la gestión del Banco de la República entre 2017 y 2020, un período durante el cual el Banco logró consolidar una inflación baja y estable, con tasas de crecimiento cada vez más cercanas al potencial. A partir de marzo de 2020 se adoptaron políticas novedosas que lograron evitar una crisis profunda en medio de la pandemia del Coronavirus, un choque de enormes dimensiones para la humanidad. De otra parte, se tomaron medidas importantes tendientes a fortalecer la Administración del Banco, con un mayor control de los recursos financieros destinados a los distintos objetivos del Plan de Desarrollo. El Banco continúa siendo la institución estatal independiente que genera mayor confianza entre los colombianos por su transparencia, su ajuste a exigentes metas de resultados macroeconómicos y empresariales, y por el cumplimiento efectivo de las funciones de banca central y culturales encomendadas por la Constitución y la ley. RESUMEN EJECUTIVO La economía colombiana enfrentó en los últimos cuatro años algunos de los eventos que mayor impacto han tenido sobre su desempeño en más de un siglo. El precio internacional del petróleo cayó a menos de la tercera parte entre junio de 2014 y enero de 2016 y, nuevamente, entre septiembre de 2018 y abril de 2020; se presentaron frecuentes choques en el precio local de los alimentos, y la pandemia reciente ocasionó uno de los mayores desastres que ha padecido la humanidad en su historia. El Banco de la República (Banrep), sus directivos y empleados tuvieron que responder rápidamente a las nuevas circunstancias, un proceso que ha implicado grandes cambios en la forma como se han ejecutado y cumplido las funciones de la banca central y las del área cultural a cargo de la organización. De otra parte, el Plan Estratégico 2017-2021 sentó las bases para el nuevo programa de modernización del Banco, y en el presente Informe de gestión 2017-2020 se describen y analizan los retos enfrentados en el período y la forma en que se adaptó y modernizó la institución para hacerles frente. También se mencionan los principales desafíos que se avizoran hacia el futuro, con el fin de contribuir al diseño de los planes de la administración entrante. En este Resumen ejecutivo se presenta una síntesis del documento completo. En la sección II se hace un recuento de la situación económica de Colombia y el mundo en el cuatrienio reciente, y las medidas de política adoptadas por la Junta Directiva del Banco de la República (JDBR) para mantener la inflación baja y estable y contribuir a la recuperación del crecimiento de la economía. En la sección III se registran los avances y logros en los temas estratégicos del Plan Estratégico 2017-2021. En particular, se mencionan la política monetaria y de estabilidad financiera, la política cambiaria, la política de pagos, y otros temas relacionados con la eficiencia y eficacia en el Plan. La sección IV está dedicada a la gestión cultural, y en la sección V se describe la evolución de los temas de apoyo táctico para el logro de los objetivos del Plan: capital humano y cultura organizacional, tecnología e infraestructura; se incluye, además, un resumen de los avances en materia ambiental. En la sección VI se presentan los principales elementos de la respuesta del Banco ante la emergencia sanitaria del COVID-19. En la sección VII se describe el manejo de las reservas internacionales y se analizan el presupuesto y las utilidades del Banco. En la sección VIII se enuncian algunos desafíos futuros

Comprehensive water footprint of a university campus in Colombia : impact of wastewater treatment modeling

Protection of water resources implies the responsible consumption, and the return of this resource with the best physicochemical conditions. In organizations, water is consumed both directly in their facilities and indirectly in the products or services acquired for their operation, requiring a water accounting based on the life cycle perspective. This study aims to assess the comprehensive water footprint of the main campus of the Technological University of Pereira (Colombia), based on the ISO 14046:2014 standard, and analyze the influence of wastewater treatment. Impacts on water scarcity were evaluated using the AWARE method, while the impacts on human health and ecosystems were evaluated using the ReCiPe method. Specific modeling of the wastewater treatment plants on campus was conducted. A total of 102,670 m3.y−1 of water scarcity was accounted for. Water consumption per person was 17.8 m3 of which 86.2% corresponded to indirect activities. Similarly, indirect activities were responsible for more than 98% of the impacts on human health and ecosystems, where more than 95% were due to infrastructure construction and 2% due to electricity consumption. Although the wastewater treatment on campus reduced the impact on ecosystems by 14%, if a tertiary treatment was added, these impacts would have a 40% of additional reduction. Efforts in recycling programs were also quantified in 712 m3 of avoided water scarcity for secondary users. The findings suggest focusing actions on sustainable construction and purchases to improve water management in organizations