Raw milk collection in Ireland: insights into the challenges facing the industry

PurposeThis paper provides insights into national practices used to schedule, collect and manage the transportation infrastructure of raw milk by Irish processors.Design/methodology/approachA survey was designed and distributed to 14 processors, collecting details regarding suppliers, seasonality, costs per litre, planning, processing sites and emissions related to milk collection.FindingsIrish raw milk transportation costs €95 million per annum, with an average weighted cost of 1.1 cents per litre. Primary route clustering of suppliers is based on farm location. Typically, collections employ forty-eight-hour rotas. Just three of the processors reported transportation emissions data. A disjointed approach to the adoption of scheduling and transportation technology was revealed.Research limitations/implicationsGiven the broad scope of the survey covering financial, operational and environmental aspects of milk collection, it was challenging to find a single representative such as a transport manager who could be tasked with responding to the entire survey. Future research may consider a more focused interview-based approach with the various stakeholders to provide a more in-depth analysis.Practical implicationsProcessors can gain an improved understanding of diversified milk collection methods. The research supports policymakers in considering environmental issues related to milk transportation. Costs could be reduced if transportation was better managed collectively with benefits accruing to the industry, suppliers and wider rural community. Stakeholders will need to address aspects of responsibility concerning environmental issues going forward.Social implicationsIn this paper the authors recognise the environmental cost of milk collection. By improving the transportation infrastructure, this will have a positive impact on society in general.Originality/valueThe paper highlights the unique challenges and extends present knowledge in relation to milk collection; thus, this paves the way for new approaches to raw milk transportation.

Assessing vehicle fuel efficiency using a dense network of CO₂ observations

Transportation represents the largest sector of anthropogenic CO2 emissions in urban areas. Timely reductions in urban transportation emissions are critical to reaching climate goals set by international treaties, national policies, and local governments. Transportation emissions also remain one of the largest contributors to both poor air quality (AQ) and to inequities in AQ exposure. As municipal and regional governments create policy targeted at reducing transportation emissions, the ability to evaluate the efficacy of such emission reduction strategies at the spatial and temporal scales of neighborhoods is increasingly important. However, the current state of the art in emissions monitoring does not provide the temporal, sectoral, or spatial resolution necessary to track changes in emissions and provide feedback on the efficacy of such policies at a neighborhood scale. The BErkeley Air Quality and CO2 Network (BEACO2N) has previously been shown to provide constraints on emissions from the vehicle sector in aggregate over a ~1300 km2 multi-city spatial domain. Here, we focus on a 5 km, high volume, stretch of highway in the SF Bay area. We show that inversion of the BEACO2N measurements can be used to understand two factors that affect fuel efficiency: vehicle speed and fleet composition. The CO2 emission rate of the average vehicle (g/vkm) are shown to vary by as much as 27 % at different times of a typical weekday because of changes in vehicle speed and fleet composition. The BEACO2N-derived emissions estimates are consistent to within ~3 % of estimates derived from publicly available measures of vehicle type, number, and speed, providing direct observational support for the accuracy of the Emissions FACtor model (EMFAC) of vehicle fuel efficiency.

Analysis of Driving Dynamics Considering Driving Resistances in On-Road Driving

Internal combustion engine emissions are a serious worldwide problem. To combat this, emission regulations have become stricter with the goal of reducing the proportion of transportation emissions in global air pollution. In addition, the European Commission passed the real driving emissions–light-duty vehicles (RDE-LDV) regulation that evaluates vehicle emissions by driving on real roads. The RDE test is significantly dependent on driving conditions such as traffic or drivers. Thus, the RDE regulation has the means to evaluate driving dynamics such as the vehicle speed per acceleration (v·apos) and the relative positive acceleration (RPA) to determine whether the driving during these tests is normal or abnormal. However, this is not an appropriate way to assess the driving dynamics because the v⋅apos and the RPA do not represent engine load, which is directly related to exhaust emissions. Therefore, in the present study, new driving dynamic variables are proposed. These variables use engine acceleration calculated from wheel force instead of the acceleration calculated from the vehicle speed, so they are proportional to the engine load. In addition, a variable of driving dynamics during braking is calculated using the negative wheel force. This variable can be used to improve the accuracy of the emission assessment by analyzing the braking pattern.

Comparative Life Cycle Assessment of Propulsion Systems for Heavy-Duty Transport Applications

To meet climate change challenges, the UK government is aiming to reach zero emissions by 2050. The heavy-duty transportation sector contributes 17% to the UKs total emissions, so to combat this, alternative power units to traditional fossil fuel-reliant internal combustion engines (ICEs) are being utilized and investigated. Hydrogen fuel cells are a key area of interest to try and reduce these transportation emissions. To gain a true view of the impact that hydrogen fuel cells can have, this study looks at the impact the manufacturing of a fuel cell has upon the environment, from material extraction through to the usage phase. This was done through the use of a lifecycle assessment following ISO 14040 standards, with hydrogen systems being compared to alternative systems. This study has found that whilst fuel cells depend upon energy intensive materials for their construction, it is possible to reduce emissions by 34–87% compared to ICE systems, depending upon the source of hydrogen used. This study shows that hydrogen fuel cells are a viable option for heavy-duty transport that can be utilized to meet the target emissions reduction level by 2050.

The air pollution contributions of a large-scale suburban development

In 2007, Toronto Public Health found that air pollution from traffic causes as many as 440 premature deaths and 1,700 hospitalizations annually in the city. Many researchers have demonstrated the links between urban design and vehicle use, however little research has been done to address the air pollution contributions of vehicle-dependent, large-scale suburban developments. To address this deficiency, this study estimated the air pollution contributions of a 6,755 unit approved subdivision, to be built in the Town of Richmond Hill, Ontario. Using the Canadian Mortgage and Housing Corporation's Tool for Evaluating Neighbourhood Sustainability and Transporation Canada's urban Transportation Emissions Caculator the quantity of vehicle-produced criteria air contaminants were estimated for the development in the years 2010 and 2030. The quantity of CAC emissions estimated for both 2010 and 2030 suggest that the forecast emissions from the development are non-trivial and that further study should be conducted to estimate the health impacts of this development.

The air pollution contributions of a large-scale suburban development

In 2007, Toronto Public Health found that air pollution from traffic causes as many as 440 premature deaths and 1,700 hospitalizations annually in the city. Many researchers have demonstrated the links between urban design and vehicle use, however little research has been done to address the air pollution contributions of vehicle-dependent, large-scale suburban developments. To address this deficiency, this study estimated the air pollution contributions of a 6,755 unit approved subdivision, to be built in the Town of Richmond Hill, Ontario. Using the Canadian Mortgage and Housing Corporation's Tool for Evaluating Neighbourhood Sustainability and Transporation Canada's urban Transportation Emissions Caculator the quantity of vehicle-produced criteria air contaminants were estimated for the development in the years 2010 and 2030. The quantity of CAC emissions estimated for both 2010 and 2030 suggest that the forecast emissions from the development are non-trivial and that further study should be conducted to estimate the health impacts of this development.

Observed decreases in on-road CO₂ concentrations in Beijing during COVID-19 restrictions

To prevent the spread of the COVID-19 epidemic, restrictions such as “lockdowns” were conducted globally, which led to a significant reduction in fossil fuel emissions, especially in urban areas. However, CO2 concentrations in urban areas are affected by many factors, such as weather, biological sinks and background CO2 fluctuations. Thus, it is difficult to directly observe the CO2 reductions from sparse ground observations. Here, we focus on urban ground transportation emissions, which were dramatically affected by the restrictions, to determine the reduction signals. We conducted six series of on-road CO2 observations in Beijing using mobile platforms before (BC), during (DC) and after (AC) the implementation of COVID-19 restrictions. To reduce the impacts of weather conditions and background fluctuations, we analyze vehicle trips with the most similar weather conditions possible and calculated the enhancement metric, which is the difference between the on-road CO2 concentration and the “urban background” CO2 concentration measured at the tower of the Institute of Atmospheric Physics (IAP), Chinese Academy of Sciences. The results showed that the DC CO2 enhancement was decreased by 41 (±1.3) parts per million (ppm) and 26 (±6.2) ppm compared to those for the BC and AC trips, respectively. Detailed analysis showed that, during COVID-19 restrictions, there was no difference between weekdays and weekends during working hours (09:00–17:00 local standard time; LST). The enhancements during rush hours (07:00–09:00 and 17:00–20:00 LST) were almost twice those during working hours, indicating that emissions during rush hours were much higher. For DC and BC, the enhancement reductions during rush hours were much larger than those during working hours. Our findings showed a clear CO2 concentration decrease during COVID-19 restrictions, which is consistent with the CO2 emissions reductions due to the pandemic. The enhancement method used in this study is an effective method to reduce the impacts of weather and background fluctuations. Low-cost sensors, which are inexpensive and convenient, could play an important role in further on-road and other urban observations.

Implementing the United States’ Domestic and International Climate Mitigation Goals

The United States has pledged to become carbon neutral by 2050, meet sectoral objectives (e.g., for carbon free power, electric vehicles) and encourage greater mitigation among large emitting countries and of international transportation emissions. Fiscal policies at the national, sectoral, and international level could play a critical role in implementing these objectives, along with investment, regulatory, and technology policies. Fiscal instruments are cost-effective, can enhance political acceptability, and do not worsen, or could help alleviate, budgetary pressures. Domestically, a fiscal policy package could contain a mix of economy-wide carbon pricing and revenue-neutral feebates (i.e., tax-subsidy schemes) with the latter reinforcing mitigation in the transport, power, industrial, building, forestry, and agricultural sectors. Internationally, a carbon price floor among large emitters (with flexibility to implement equivalent measures) could effectively scale up global mitigation, while levies/feebates offer a practical approach for reducing maritime and aviation emissions.