The importance of economies of scale for reductions in greenhouse gas emissions from shipping

AbstractCO2 emissions from maritime transport represent 3.3% of the world's total CO2 emissions and are forecast to increase by 150%–250% by 2050, due to increased freight volumes (Second IMO GHG study, 2009). Fulfilling anticipated climate requirements (IPCC, 2007) could require the sector to reduce emissions per freight unit by a factor of five or six. The International Maritime Organization (IMO) is currently debating technical, operational and market-based measures for reducing greenhouse gas emissions from shipping. This paper also investigates the effects of economies of scale on the direct emissions and costs of maritime transport. We compared emissions from the current fleet (2007), with what can be achieved by increasing average vessel size. The comparison is based on the 2007 levels of trade and predictions for 2050. The results show that emissions can be reduced by up to 30% at a negative abatement cost per ton of CO2 by replacing the existing fleet with larger vessels. Replacing the whole fleet might take as long as 25 years, so the reduction in emissions will be achieved gradually as the current fleet is renewed

Radiative forcing bias of simulated surface albedo modifications linked to forest cover changes at northern latitudes

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On the financial balance of input–output constructs: revisiting an axiomatic evaluation

Financial balance is fundamental to input–output (IO) analysis, and consequently the respect of this balance is one of the dominant criteria in evaluating IO constructs. Kop Jansen, and ten Raa [(1990) The Choice of Model in the Construction of Input–Output Coefficients Matrices. International Economic Review 31, 213] proved that the byproduct-technology construct (BTC) and the industry-technology construct (ITC) do not generally conserve financial balance. In contrast, Majeau-Bettez et al. [(2016) When do Allocations and Constructs Respect Material, Energy, Financial, and Production Balances in LCA and EEIO? Journal of Industrial Ecology 20, 67–84] demonstrated that the BTC necessarily respects financial balance and that the ITC is always financially balanced when applied to data recorded in monetary units. The present article resolves this paradox

Comparative Environmental Life Cycle Assessment of Oxyfuel and Post-combustion Capture with MEA and AMP/PZ - Case Studies from the EDDiCCUT Project

This work presents the results of a comparative life cycle assessment study for three CCS technologies applied to a coal-fired power plant: post-combustion capture with MEA, post combustion capture with AMP/PZ and cryogenic oxy-fuel. This study has been performed in the context of the EDDiCCUT project, which aims to develop an environmental due diligence framework for assessing novel CCUS technologies. The research shows that there are no significant differences in climate change potential (CCP) for the technologies under study. In the three cases the reduction is about 70% (70% for the plant with MEA, 71% for the plant with AMP-PZ, and 73% for the plant with oxy-fuel technology). With regard to other impacts (e.g., acidification, toxicity, resource depletion) the results show an increase in the impacts as consequence of CCS, mostly driven by the increase amount of feedstock per kWh. Contrary to CCS, there are clear differences among the technologies with results ranging between 20 and 30%. Toxicity impacts related to the operation of the solvent-based carbon capture unit were also considered; however, it was observed that their contribution was only around 2% of the total impact for human toxicity potential. Rather, the largest contributor to human toxicity impacts in the life cycle of coal power plants with and without CCS is coal mining waste disposal

Emissions of electric vehicle charging in future scenarios: The effects of time of charging

Electrification of transport is an important option to reduce greenhouse gas emissions. Although many studies have analyzed emission implications of electric vehicle charging, time-specific emission effects of charging are inadequately understood. Here, we combine climate protection scenarios for Europe for the year 2050, detailed power system simulation at hourly time steps, and life cycle assessment of electricity in order to explore the influence of time on the greenhouse gas emissions associated with electric vehicle charging for representative days. We consider both average and short-term marginal emissions. We find that the mix of electricity generation technologies, and thus, also the emissions of charging, vary appreciably across the 24-h day. In our estimates for Europe for 2050, an assumed day-charging regime yields one-third-to-one-half lower average emissions than an assumed night-charging regime. This is owing to high fractions of solar PV in the electricity mix during daytime and more reliance on natural gas electricity in the late evening and night. The effect is stronger during summer months than during winter months, with day charging causing one-half-to-two-thirds lower emissions than night charging during summer. Also, when short-term marginal electricity is assumed, emissions tend to be lower with day charging because of contributions from nuclear electricity during the day. However, the results for short-term marginal electricity have high uncertainty. Overall, our results suggest a need for electric vehicle charging policies and emission assessments to take into consideration variations in electricity mixes and time profiles of vehicle charging over the 24-h day

Lifting the veil on the correction of double counting incidents in hybrid life cycle assessment

Life cycle assessment (LCA) and environmentally extended input–output analyses (EEIOA) are two techniques commonly used to assess environmental impacts of an activity/product. Their strengths and weaknesses are complementary, and they are thus regularly combined to obtain hybrid LCAs. A number of approaches in hybrid LCA exist, which leads to different results. One of the differences is the method used to ensure that mixed LCA and EEIOA data do not overlap, which is referred to as correction for double counting. This aspect of hybrid LCA is often ignored in reports of hybrid assessments and no comprehensive study has been carried out on it. This article strives to list, compare, and analyze the different existing methods for the correction of double counting. We first harmonize the definitions of the existing correction methods and express them in a common notation, before introducing a streamlined variant. We then compare their respective assumptions and limitations. We discuss the loss of specific information regarding the studied activity/product and the loss of coherent financial representation caused by some of the correction methods. This analysis clarifies which techniques are most applicable to different tasks, from hybridizing individual LCA processes to integrating complete databases. We finally conclude by giving recommendations for future hybrid analyses

Estimating CO₂ emissions for 108000 European cities

City-level CO₂ emissions inventories are foundational for supporting the EU's decarbonization goals. Inventories are essential for priority setting and for estimating impacts from the decarbonization transition. Here we present a new CO₂ emissions inventory for all 116572 municipal and local-government units in Europe, containing 108000 cities at the smallest scale used. The inventory spatially disaggregates the national reported emissions, using nine spatialization methods to distribute the 167 line items detailed in the National Inventory Reports (NIRs) using the UNFCCC (United Nations Framework Convention on Climate Change) Common Reporting Framework (CRF). The novel contribution of this model is that results are provided per administrative jurisdiction at multiple administrative levels, following the region boundaries defined OpenStreetMap, using a new spatialization approach

ECOPT 2 : An adaptable life cycle assessment model for the environmentally constrained optimization of prospective technology transitions

Life cycle assessment (LCA) is a method to evaluate the environmental impacts of technologies from cradle to grave. However, LCAs are commonly defined in terms of the consumption of a single unit of a product and thus ignore scaling issues in large-scale deployment of technologies. Such product-level LCAs often do not consider capital manufacturing capacity and supply chain bottlenecks that may hinder the rapid, widespread uptake of emerging technologies entering the market; emerging technologies often require the expansion of existing supply chains or the development of entirely new supply chains, such as the manufacturing of novel materials. As a result, such LCA studies are limited in their ability to realistically assess impacts at the macro-scale and thus to guide large-scale decisions. In this work, we present ECOPT2, a generalized adaptable model that combines these constraints to the LCA approach using a mathematical programming approach and dynamic stock modeling. ECOPT2 combines LCA factors with transition scenarios from energy systems models to determine the environmentally optimal deployment of new technologies while accounting for material circularity constraints and barriers to uptake. We also introduce the structure of the software tool and demonstrate its features using a stylized vehicle electrification scenario. © 2022 The Authors. Journal of Industrial Ecology published by Wiley Periodicals LLC on behalf of International Society for Industrial Ecology

Regionalized climate footprints of battery electric vehicles in Europe

The climate mitigation benefits of battery electric vehicles (BEVs) relative to internal combustion engine vehicles (ICEVs) are highly dependent on the carbon intensity of the electricity consumed during their production and use-phase. A consistent and dynamic approach to grid-mix regionalization of BEV life-cycle assessments in Europe is therefore necessary to offer accurate guidance to consumers and policy makers. To this end, we present ReDyFEV, a simple open-source software tool that can be used to calculate attributional, regionalized lifecycle climate impacts of BEVs in Europe for user-defined time periods, including near real-time. We determine the national lifecycle carbon footprints across all EU states for four BEV size segments and compare them to those of fossil-fuelled vehicles of similar sizes. Simplified sensitivity analyses investigate the effect of lifetime assumptions, electricity demand in battery production, and of relocating battery production to Europe on the carbon footprints of BEVs

The UK Transport Carbon Model : An integrated life cycle approach to explore low carbon futures

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