Life cycle energy consumption and GHG emissions of biomass-to-hydrogen process in comparison with coal-to-hydrogen process

Energy ◽  
2020 ◽  
Vol 191 ◽  
pp. 116588 ◽  
Author(s):  
Guoxuan Li ◽  
Peizhe Cui ◽  
Yinglong Wang ◽  
Zhiqiang Liu ◽  
Zhaoyou Zhu ◽  
...  
Keyword(s):  
Life Cycle ◽  
Energy Consumption ◽  
Ghg Emissions

Study on Life-Cycle Energy Consumption and Greenhouse Gases Emission of Battery Electric Passenger Vehicles in China

2021 ◽  
Author(s):  
Bo Zhang ◽  
Qiang Lu ◽  
Zheng Shen ◽  
Yaokun Yang ◽  
Yunlin Liang
Keyword(s):  
Life Cycle ◽  
Energy Consumption ◽  
Greenhouse Gases ◽  
Raw Materials ◽  
Ghg Emissions ◽  
Clean Energy ◽  
Emission Rates ◽  
Total Energy Consumption ◽  
Production Stage ◽  
Vehicle Production

Based on the localized data of environmental load, this study has established the life cycle assessment (LCA) model of battery electric passenger vehicle (BEPV) that be produced and used in China, and has evaluated the energy consumption and greenhouse gases (GHGs) emission during vehicle production and operation. The results show that the total energy consumption and GHG emissions are 438GJ and 37,100kg (in terms of CO2 equivalent) respectively. The share of GHG emissions in total emissions at the production stage is 24.6%, and 75.4% GHG emissions are contributed by the operational stage. The main source of energy consumption and GHG emissions at vehicle production stage is the extraction and processing of raw materials. The GHG emissions of raw materials production accounts for 75.0% in the GHG emissions of vehicle production and 18.0% in the GHG emissions of full life cycle. The scenario analysis shows that the application of recyclable materials, power grid GHG emission rates and vehicle energy consumption rates have significant influence on the carbon emissions in the life cycle of vehicle. Replacing primary metals with recycled metals can reduce GHG emissions of vehicle production by about 7.3%, and total GHG emissions can be reduced by about 1.8%. For every 1% decrease in GHG emissions per unit of electricity, the GHG emissions of operation stage will decrease by about 0.9%; for every 1.0% decrease in vehicle energy consumption rate, the total GHG emissions decrease by about 0.8%. Therefore, developing clean energy, reducing the proportion of coal power, optimizing the production of raw materials and increasing the application of recyclable materials are effective ways to improve the environmental performance of BEPV.

Substitution between floor constructions in wood and natural stone: comparison of energy consumption, greenhouse gas emissions, and costs over the life cycle

2003 ◽  
Vol 33 (6) ◽  
pp. 1061-1075 ◽  
Author(s):  
Ann Kristin Petersen ◽  
Birger Solberg
Keyword(s):  
Life Cycle ◽  
Energy Consumption ◽  
Greenhouse Gas ◽  
Carbon Fixation ◽  
Ghg Emissions ◽  
Natural Stone ◽  
Wooden Floor ◽  
Wood Floor ◽  
Cost Efficient ◽  
Waste Handling

This paper compares two floor constructions used at the new airport outside Oslo, one made of solid oak and one made of natural stone, to (i) make an inventory of energy consumption and greenhouse gas (GHG) emissions over the life cycle of the two constructions, (ii) calculate the differences regarding GHG emissions and cost, and (iii) determine which factors have the strongest influence on the results. Manufacturing the wood floor required 1.6 times more energy and produced one-third of the GHG emissions compared with the natural stone floor. Over the life cycle, net GHG emissions can be avoided only if the wood is used as a biofuel after the replacement or demolition of the floor. The wooden floor must be competitive on price to be a cost-efficient action against global warming. Per cubic metre of wood floor, emissions of up to 1.263 t of CO2 equivalents can be avoided by a substitution between the two floor constructions. The factors that have the most influence on the result are carbon fixation on forest land, waste handling of wood, and discount rate, the latter reflecting the relative importance over time given to a unit of GHG emissions.

scholarly journals Life-Cycle Analyses of Energy Consumption and GHG Emissions of Natural Gas-Based Alternative Vehicle Fuels in China

2013 ◽  
Vol 2013 ◽  
pp. 1-8 ◽  
Author(s):  
Xunmin Ou ◽  
Xiliang Zhang
Keyword(s):  
Life Cycle ◽  
Energy Consumption ◽  
Natural Gas ◽  
Carbon Content ◽  
Ghg Emissions ◽  
Analysis Model ◽  
Fossil Energy ◽  
Low Efficiency ◽  
Energy Chain ◽  
Lower Carbon

Tsinghua life-cycle analysis model (TLCAM) has been used to examine the primary fossil energy consumption and greenhouse gas (GHG) emissions for natural gas- (NG-) based alternative vehicle fuels in China. The results show that (1) compress NG- and liquid NG-powered vehicles have similar well-to-wheels (WTW) fossil energy uses to conventional gasoline- and diesel-fueled vehicles, but differences emerge with the distance of NG transportation. Additionally, thanks to NG having a lower carbon content than petroleum, CNG- and LNG-powered vehicles emit 10–20% and 5–10% less GHGs than gasoline- and diesel-fueled vehicles, respectively; (2) gas-to-liquid- (GTL-) powered vehicles involve approximately 50% more WTW fossil energy uses than conventional gasoline- and diesel-fueled vehicles, primarily because of the low efficiency of GTL production. Nevertheless, since NG has a lower carbon content than petroleum, GTL-powered vehicles emit approximately 30% more GHGs than conventional-fuel vehicles; (3) The carbon emission intensity of the LNG energy chain is highly sensitive to the efficiency of NG liquefaction and the form of energy used in that process.

scholarly journals Comparative Life Cycle Energy and GHG Emission Analysis for BEVs and PhEVs: A Case Study in China

Energies ◽  
2019 ◽  
Vol 12 (5) ◽  
pp. 834 ◽  
Author(s):  
Siqin Xiong ◽  
Junping Ji ◽  
Xiaoming Ma
Keyword(s):  
Life Cycle ◽  
Energy Consumption ◽  
Electric Vehicles ◽  
Electricity Generation ◽  
Lithium Iron Phosphate ◽  
Ghg Emissions ◽  
Iron Phosphate ◽  
Sensitivity Analyses ◽  
Environmental Benefit ◽  
Emission Analysis

Battery electric vehicles (BEVs) and plug-in hybrid electric vehicles (PHEVs) are seen as the most promising alternatives to internal combustion vehicles, as a means to reduce the energy consumption and greenhouse gas (GHG) emissions in the transportation sector. To provide the basis for preferable decisions among these vehicle technologies, an environmental benefit evaluation should be conducted. Lithium iron phosphate (LFP) and lithium nickel manganese cobalt oxide (NMC) are two most often applied batteries to power these vehicles. Given this context, this study aims to compare life cycle energy consumption and GHG emissions of BEVs and PHEVs, both of which are powered by LFP and NMC batteries. Furthermore, sensitivity analyses are conducted, concerning electricity generation mix, lifetime mileage, utility factor, and battery recycling. BEVs are found to be less emission-intensive than PHEVs given the existing and near-future electricity generation mix in China, and the energy consumption and GHG emissions of a BEV are about 3.04% (NMC) to 9.57% (LFP) and 15.95% (NMC) to 26.32% (LFP) lower, respectively, than those of a PHEV.

scholarly journals RECYCLING TOWARD SUSTAINABLE PAVEMENT DEVELOPMENT:END-OF-LIFE CONSIDERATIONS IN ASPHALT PAVEMENT

2016 ◽  
Vol 78 (7-2) ◽  
Author(s):  
Peyman Babashamsi ◽  
Nur Izzi Md Yusoff ◽  
Halil Ceylan ◽  
Nor Ghani Md Nor
Keyword(s):  
Life Cycle ◽  
Energy Consumption ◽  
Greenhouse Gas ◽  
End Of Life ◽  
Asphalt Pavement ◽  
Ghg Emissions ◽  
Asphalt Pavements ◽  
Waste Materials ◽  
Reduce Energy Consumption ◽  
Landfill Disposal

As quality aggregate sources are depleted, there is a growing importance given to incorporating recycled co-products and waste materials (RCWMs) in new and rehabilitated pavements. An ideal goal would be using recycled materials to create long-lived, well-performing pavement and then being able to use those materials again at the end of their life to create new pavement, thereby effectively achieving a zero-waste highway construction stream. This would not only produce distinct cost advantages, but it would also significantly reduce energy consumption and greenhouse gas (GHG) emissions and eliminate the need for landfill disposal. Drawing from ISO standards and practices, this article reviews the recycling methods and definitions associated with the End-of-Life (EOL) phase and present various EOL considerations for asphalt pavements and the associated challenges to quantify EOL contribution in the pavement life cycle.

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