scholarly journals Biofuels – Towards Objectives Of 2030 And Beyond

2021 ◽  
pp. 32-40
Author(s):  
Rafał M. Łukasik
Keyword(s):  
Energy Efficiency ◽  
Structural Changes ◽  
Ghg Emissions ◽  
Biofuel Production ◽  
Transport Sector ◽  
Ghg Emission ◽  
Long Distance ◽  
Carbon Neutrality ◽  
Environmental Criteria ◽  
Production Technologies

The European (and global) energy sector is in a process of profound transformation, making it essential for changes to take place that influence energy producers, operators, and regulators, as well as consumers themselves, as they are the ones who interact in the energy market. The RED II Directive changes the paradigm of the use of biomass in the heat and electricity sectors, by introducing sustainability criteria with mandatory minimum greenhouse gas (GHG) emission reductions and by establishing energy efficiency criteria. For the transport sector, the extension of the introduction of renewables to all forms of transport (aviation, maritime, rail and road short and long distance), between 2021-2030, the strengthening of energy efficiency and the strong need to reduce GHG emissions, are central to achieving the national targets for renewables in transport, representing the main structural changes in the European decarbonisation policy in that sector. It is necessary to add that biomass is potentially the only source of renewable energy that makes it possible to obtain negative GHG emission values, considering the entire life cycle including CO2 capture and storage. Hence, this work aims to analyse the relevance of biomass for CHP and in particular, the use of biomass for biofuels that contribute to achieving carbon neutrality in 2050. The following thematic sub-areas are addressed in this work: i) the new environmental criteria for the use of biomass for electricity in the EU in light of now renewable energy directive; ii) current and emerging biofuel production technologies and their respective decarbonization potential; iii) the relevance or not of the development of new infrastructures for distribution renewable fuels, alternatives to the existing ones (biomethane, hydrogen, ethanol); iv) the identification of the necessary measures for biomass in the period 2020-2030

scholarly journals The green-house gas (GHG) emission’s reduction mechanisms for biofuels in the European legislation

OCL ◽  
2019 ◽  
Vol 26 ◽  
pp. 45
Author(s):  
Philippe Dusser
Keyword(s):  
Renewable Energy ◽  
Emission Reduction ◽  
Ghg Emissions ◽  
Emission Trading ◽  
Transport Sector ◽  
Ghg Emission ◽  
Reduction Mechanisms ◽  
Ghg Reduction ◽  
Emission Reduction Target ◽  
The Eu

GHG reductions are a major focus of the EU policy. Several regulations have been set in order to meet the EU commitments under the Paris Agreement with an overall reduction of 40% from 1990 level. For the transport sector which is responsible for around 20% of the total GHG emissions, the GHG reductions obligations have been translated by i) reinforced GHG reduction thresholds for biofuels into the recast Renewable Energy Directive RED II; ii) an ambitious target of 30% GHG emission reduction target from 2005 level in the Effort Sharing Regulation (ESR) common to “non-ETS sector” (not covered by the Emission Trading System – ETS) as agriculture, building, waste… and transport. Furthermore, other EU regulations directed to Cars, Vans as well as Heavy Duty Vehicles set GHG emission reduction targets for new vehicle up to 2030. Finally, in its communication “A Clean Planet for All” the EU Commission describes A Strategy for 2050 to achieve a carbon neutral economy. This article addresses also the case of the German “GHG quota” which is a national support system for biofuels and as such is parallel to the European obligations stemming from the RED II renewable energy mandates that are to be met by Germany.

scholarly journals Air Pollutants and Greenhouse Gas Emissions Co-control Evaluation in the People’s Republic of China

2020 ◽  
Author(s):  
Tao Hu ◽  
Xianqiang Mao ◽  
Xuedu Lu ◽  
Gloria P. Gerilla-Teknomo
Keyword(s):  
Greenhouse Gas ◽  
Air Pollutants ◽  
Ghg Emissions ◽  
Transport Sector ◽  
People’S Republic Of China ◽  
Sulfur Oxide ◽  
People's Republic Of China ◽  
Ghg Emission ◽  
Republic Of China ◽  
Control Evaluation

Local air pollutants (LAPs), such as carbon monoxide, hydrocarbon, sulfur oxide, nitrogen oxide, ozone, and particulate matter, as well as greenhouse gas (GHG) emissions from the transport sector are rapidly increasing in the People’s Republic of China. Various measures to control LAPs have been implemented in the country, along with the adoption of strategies to mitigate GHG emissions. The connection between LAP and GHG emission control and reduction offers an opportunity to address both problems simultaneously. This paper presents a methodology that measures the benefits of co-control evaluation on mitigating LAP and GHG emissions. It highlights the methodology’s potential to help maximize measures and strategies that have significant co-control effects.

scholarly journals Toward a Low-Carbon Transport Sector in Mexico

Energies ◽  
2019 ◽  
Vol 13 (1) ◽  
pp. 84 ◽  
Author(s):  
Jorge M. Islas-Samperio ◽  
Fabio Manzini ◽  
Genice K. Grande-Acosta
Keyword(s):  
Greenhouse Gas ◽  
Structural Changes ◽  
Energy Use ◽  
Ghg Emissions ◽  
Mitigation Measures ◽  
Transport Sector ◽  
Baseline Scenario ◽  
Low Carbon ◽  
Net Benefit ◽  
Ghg Mitigation

Considering that the world transport sector is the second largest contributor of global greenhouse gas (GHG) emissions due to energy use and the least decarbonized sector, it is highly recommended that all countries implement ambitious public policies to decarbonize this sector. In Mexico the transport sector generates the largest share of greenhouse gas emissions, in 2014 it contributed with 31.3% of net emissions. Two original scenarios for the Mexican transport sector, a no-policy baseline scenario (BLS) and a low carbon scenario (LCS) were constructed. In the LCS were applied 21 GHG mitigation measures, which far exceeds the proposals for reducing transport sector GHG emissions that Mexico submitted in its National Determined Contributions (NDC). As a result, the proposed LCS describes a sector transformation path characterized by structural changes in freight and passenger mobility, new motor technologies for mobility, introduction of biofuels, price signals, transportation practices and regulations, as well as urban planning strategies, which altogether achieve an accumulated reduction of 3166 MtCO2e in a 25 year period, producing a global net benefit of 240,772 MUSD and a GHG emissions’ reduction of 56% in 2035 in relation to the BLS.

scholarly journals Greenhouse Gas Emission Reductions by Reusing and Recycling Used Clothing in Japan

2020 ◽  
Vol 12 (19) ◽  
pp. 8214
Author(s):  
Toshiro Semba ◽  
Yuji Sakai ◽  
Miku Ishikawa ◽  
Atsushi Inaba
Keyword(s):  
Greenhouse Gas ◽  
Greenhouse Gas Emission ◽  
Fiber Type ◽  
Ghg Emissions ◽  
Chemical Recycling ◽  
Fiber Types ◽  
Ghg Emission ◽  
Emission Reductions ◽  
Carbon Neutrality ◽  
Textile Recycling

According to the Ellen MacArthur Foundation, 73% of used clothing is landfilled or incinerated globally and greenhouse gas (GHG) emissions from fabric manufacturing in 2015 amounted to 1.2 billion tons. It must be reduced in the future, especially by reusing and recycling used clothing. Based on this perspective, researchers calculated the energy consumption and GHG emissions associated with reusing and recycling used clothing globally with a life cycle assessment (LCA). However, no study was conducted so far to estimate the total GHG emission reductions in Japan by reusing and recycling used clothing. In this study, the amount of used clothing currently discharged from households as combustible and noncombustible waste and their fiber types were estimated using literature. Then, the methods for reusing and recycling of used clothing were categorized into the following 5 types based on fiber type, that is, “reuse overseas,” “textile recycling to wipers,” “fiber recycling,” “chemical recycling” and “thermal recycling.” After that, by applying LCA, the GHG emission reductions by above 5 methods were estimated, based on the annual discharged weights of each fiber type. Consequently, the total GHG emissions reductions by reusing and recycling 6.03 × 108 kg of used clothing totally were estimated around 6.60 × 109 kg CO2e, to range between 6.57 × 109 kg CO2e and 6.64 × 109 kg CO2e, which depended on the type of “chemical recycling.” The largest contribution was “reuse overseas,” which was 4.01 × 109 kg CO2e corresponded to approximately 60% of the total reduction. Where, it was assumed that used clothing were exported from Japan to Malaysia which was currently the largest importing country. In this case, GHG emissions to manufacture new clothing in China, the largest country currently to export them to Japan, can be avoided, which are 29.4 kg CO2e and 32.5 kg CO2e respectively for 1 kg jeans and 1 kg T-shirts. Adding the GHG emissions for overseas transportation to this, on average, 32.0 kg CO2e per kg of used clothing was reduced by “reuse overseas,” which was 19.6 times larger than GHG emissions by incineration, 1.63 kg CO2e per kg, in which carbon neutrality for cotton was not counted. As the result, the total GHG emission reductions above mentioned, around 6.60 × 109 kg CO2e, corresponds to 70% of the GHG emissions by incineration of total household garbage in Japan.

Wytyczne do modelowania emisji GHG w cyklu życia komponentów paliw z pirolizy biomasy

Nafta-Gaz ◽  
2021 ◽  
Vol 77 (8) ◽  
pp. 561-567
Author(s):  
Delfina Rogowska ◽  
Keyword(s):  
Life Cycle ◽  
Literature Review ◽  
New Technologies ◽  
Ghg Emissions ◽  
Raw Material ◽  
Biofuel Production ◽  
Engine Fuel ◽  
The European Union ◽  
Biomass Pyrolysis ◽  
Ghg Emission

The goals of the European Union set out in Directive 2018/2001 for 2030, including in particular the transport target of 3.5% share of the energy produced from feedstocks listed in Annex IX to the directive, indicate the need to search for new technologies for processing these feedstocks. The latter include waste and residual materials, including those from agriculture and forestry, cellulosic and lignocellulosic materials. These are feedstocks that are difficult or impossible to process using currently operating technologies. For this reason, it is necessary to implement new technologies allowing the use of feedstocks listed in Annex IX. These technologies should allow the production of high-quality engine fuel components and at the same time meet the sustainability criteria defined in Directive 2018/2001. The conducted literature review indicated that biomass pyrolysis combined with the hydrograding process may be such a technology. The article also provides a short literature review concerning the determination of GHG emission intensity for products from solid biomass pyrolysis. The review showed that this is a promising process, however, depending on the raw materials and energy carriers used, meeting the GHG emission reduction criterion may be difficult, especially if biomass from crops is used as the raw material. This article provides guidelines for the development of a model for calculating GHG emissions in the life cycle of a biocomponent from biomass pyrolysis. The entire life cycle of the biocomponent has been divided into sub-processes. Each of them has been briefly characterized. For each of them, the system boundaries, functional unit, input and output streams are defined. The sources of GHG emissions and the product to which these emissions can be allocated were also indicated. The stages identified in this biofuel production pathway have been assigned to the GHG emission components given in the formula in Directive 2018/2001.

scholarly journals The estimation of GHG emission costs in road and air transport sector: case study of Serbia

Transport ◽  
2016 ◽  
Vol 33 (1) ◽  
pp. 260-267 ◽  
Author(s):  
Ivan Ivković ◽  
Olja Čokorilo ◽  
Snežana Kaplanović
Keyword(s):  
Cost Estimation ◽  
Input Data ◽  
Ghg Emissions ◽  
Road Transport ◽  
Air Transport ◽  
Transport Cost ◽  
Transport Sector ◽  
Detailed Calculation ◽  
Long Distance ◽  
Nikola Tesla

The paper gives special attention on long distance passenger transport and specific emissions related to different transport modes, particularly road and air transport sector. The goal of this research is creation and selection of appropriate methodology for modelling the cost estimation of GHG emissions in road and air transport sector for Republic of Serbia as well as the application of the methodology regarding to detailed calculation by transport mode and sub modes. Input data for road transport sector refer to the 2013 and include road and traffic conditions on the road network. Input data for air transport sector are related to the 2014 and international airport ‘Nikola Tesla’ Belgrade as the main hub point with the highest recorded number of aircraft operations in the Western Balkan countries. The obtained results reveal that, due to realized transport volume, diesel cars have the largest share of the costs of GreenHouse Gas (GHG) emissions within the passenger long distance road transport. Cost estimates of CO2 emissions in the air transport sector shows that A319 aircraft type have the major share in total costs. The reasons are twofold: first, a high level of Landing and Take-Off (LTO) emission factor for CO2 and second, largest number of LTO cycles.

scholarly journals ASSESSMENT OF ENERGY TECHNOLOGIES IN ELECTRICITY AND TRANSPORT SECTORS BASED ON CARBON INTENSITY AND COSTS

2013 ◽  
Vol 19 (4) ◽  
pp. 606-620 ◽  
Author(s):  
Dalia Štreimikienė
Keyword(s):  
Emission Reduction ◽  
Electricity Generation ◽  
Ghg Emissions ◽  
Road Transport ◽  
Transport Sector ◽  
Carbon Intensity ◽  
Low Carbon ◽  
Ghg Emission ◽  
Eu Policy ◽  
Energy Technologies

The aim of the paper is to address the EU policy for achieving low carbon economy by assessing energy technologies in electricity and road transport sector based on costs and impact on climate change and to indicate the most competitive electricity and transport technologies taking into account EU policy targets in GHG emission reduction, utilization of renewable and energy efficiency improvements. The main tasks of the paper are: to develop the multi-criteria framework for comparative assessment of energy technologies by applying MCDM methods for the electricity generation and transport technologies assessment. The interval TOPSIS method is employed in order to tackle the uncertain criteria. The assessment framework allows the comparison of electricity generation technologies and road transport technologies in terms of their GHG emission reduction and economic impacts and facilitates decision making process in energy sector seeking to implement EU energy policies. The main indicators selected for technologies assessment are: private costs and life cycle GHG emissions. The ranking of energy technologies based on private costs and GHG emissions allowed prioritizing these technologies taking into account the lowest GHG emission reduction costs.

scholarly journals Who Is Responsible for Embodied CO2?

Climate ◽  
2021 ◽  
Vol 9 (3) ◽  
pp. 41
Author(s):  
Hans Sanderson
Keyword(s):  
Value Chain ◽  
Life Cycle Analysis ◽  
Ghg Emissions ◽  
Paris Agreement ◽  
Value Chains ◽  
Total Emission ◽  
Low Carbon ◽  
Ghg Emission ◽  
Carbon Neutrality ◽  
Nationally Determined Contributions

With the Paris Agreement, countries are obliged to report greenhouse gas (GHG) emission reductions, which will ensure that the global temperature increase is maintained well below 2 °C. The parties will report their nationally determined contributions (NDCs) in terms of plans and progress towards these targets during the postponed COP26 (Conference of the Parties under the UNFCCC) in Glasgow in November 2021. These commitments, however, do not take significant portions of the consumption-related emissions related to countries imports into account. Similarly, the majority of companies that report their emissions to CDP (Formerly Carbon Disclosure Project) also do not account for their embodied value-chain-related emissions. Municipalities, on the path towards carbon neutrality in accordance with the methods outlined by C40, also do not include imported and embodied CO2 in their total emission tallies. So, who is responsible for these emissions—the producer or the consumer? How can we ensure that the NDCs, municipalities’ and companies’ reduction targets share the responsibility of the emissions in the value chain, thus ensuring that targets and plans become sustainable, climate fair, and just in global value chains? Today the responsibility lays with the producer, which is not sustainable. We have the outline for the tools needed to quantify and transparently share the responsibility between producers and consumers at corporate, municipal and national levels based on an improved understanding of the attendant sources, causes, flows and risks of GHG emissions globally. Hybrid life cycle analysis/environmentally extended input–output (LCA/EEIO) models can for example be further developed. This will, in the end, enable everyday consumption to support a more sustainable, green and low carbon transition of our economy.

scholarly journals Who is Responsible for Embodied CO2?

2021 ◽  
Author(s):  
Hans Sanderson
Keyword(s):  
Value Chain ◽  
National Level ◽  
Ghg Emissions ◽  
Paris Agreement ◽  
Value Chains ◽  
Low Carbon ◽  
Ghg Emission ◽  
Hybrid Lca ◽  
Carbon Neutrality ◽  
Nationally Determined Contributions

With the Paris Agreement, countries are obliged to report greenhouse gas (GHG) emission reduc-tions, which will ensure that the global temperature increase is maintained well below 2C. The Parties will report their Nationally Determined Contributions in terms of plans and progress to-wards these targets during the postponed COP26 in Glasgow in November 2021. These commit-ments however do not take significant portions of the consumption related emissions related to countries imports in to account. Similarly, the majority of companies that report their emissions to CDP also do not account for their embodied value-chain related emissions. Municipalities, on the path towards carbon neutrality in accordance with the methods outlined by C40, also do not in-clude imported and embodied CO2e in their total emission tallies. So, who is responsible for these emissions - the producer or the consumer? How can we ensure that the NDC's, municipalities and companies reduction targets share the responsibility of the emissions in the value-chain thus en-suring that targets and plans become, sustainable, climate fair, and just in global value chains? Today the responsibility lays with the producer, which is not sustainable. We have the outline for the tools needed to quantify and transparently share the responsibility between producers and consumers at corporate, municipal and national level based on an improved understanding of the attendant sources, causes, flows and risks og GHG emissions globally. Hybrid LCA/EEIO models can for example be further developed. This will, in the end, enable everyday consumption to support a more sustainable, green and low carbon transition of our economy.

scholarly journals Fuel Consumption, Greenhouse Gas Emissions, and Energy Efficiency of Wood-Harvesting Operations

2021 ◽  
Vol 43 (1) ◽  
Author(s):  
Hanna Haavikko ◽  
Kalle Kärhä ◽  
Asko Poikela ◽  
Mika Korvenranta ◽  
Teijo Palander
Keyword(s):  
Energy Efficiency ◽  
Greenhouse Gas ◽  
Fuel Consumption ◽  
Optimal Allocation ◽  
Ghg Emissions ◽  
Work Productivity ◽  
Study Data ◽  
Carbon Neutrality ◽  
Wood Harvesting ◽  
Engine Power

The EU’s climate and energy framework and Energy Efficiency Directive drive European companies to improve their energy efficiency. In Finland, the aim is to achieve carbon neutrality by 2035. Stora Enso Wood Supply Finland (WSF) had a target, by 2020, to improve its energy efficiency by 4% from the 2015 level. This case study researches the use of the forest machine fleet contracted to Stora Enso WSF. The aims were to 1) clarify the forest machine fleet energy-efficiency as related to the engine power; 2) determine the fuel consumption and greenhouse gas (GHG) emissions from wood-harvesting operations, including relocations of forest machines by trucks; and 3) investigate the energy efficiency of wood-harvesting operations. The study data consisted of Stora Enso WSF’s industrial roundwood harvest of 8.9 million m3 (solid over bark) in 2016. The results illustrated that forest machinery was not allocated to the different cutting methods (thinning or final felling) based on the engine power. The calculated fuel consumption totalled 14.2 million litres (ML) for harvesting 8.9 million m3, and the calculated fuel consumption of relocations totalled 1.2 ML, for a total of 15.4 ML. The share of fuel consumption was 52.5% for harvesters (cutting), 39.5% for forwarders (forest haulage), and 8.0% for forest machine relocations. The average calculated cubic-based fuel consumption of wood harvesting was 1.6 L/m3, ranging from the lowest of 1.2 L/m3 for final fellings to the highest of 2.8 L/m3 in first thinnings. The calculated fuel consumption from machine relocations was, on average, 0.13 L/m3. The calculated carbon dioxide equivalent (CO2 eq.) emissions totalled 40,872 tonnes (t), of which 21,676 t were from cutting, 16,295 t were from forwarding, and 2,901 t from relocation trucks. By cutting method, the highest calculated CO2 eq. emissions were recorded in first thinnings (7340 g CO2 eq./m3) and the lowest in final fellings (3140 g CO2 eq./m3). The calculated CO2 eq. emissions in the forest machine relocations averaged 325 g CO2 eq./m3. The results underlined that there is a remarkable gap between the actual and optimal allocation of forest machine fleets. Minimizing the gap could result in higher work productivity, lower fuel consumption and GHG emissions, and higher energy efficiency in wood-harvesting operations in the future.

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