Well-to-Wheels Analysis of Future Automotive Fuels and Powertrains in the European Context

Robert, Edwards; Mahieu, Vincent; Griesemann, J.C.; Jean-Francois, Larive'; Rickeard, David J.

doi:10.4271/2004-01-1924

Cited by 404 publications

(513 citation statements)

References 6 publications

Supporting

Mentioning

470

Contrasting

Unclassified

Order By: Relevance

“…The GHG EFs quantified in this study for bioelectricity and biomethane produced from manures and wood residues are generally in line with the figures obtained by Edwards et al (2013). For the case of manure, the benefits induced by avoiding conventional management represent a consistent share of the total GHG savings in both studies.…”

Section: Comparison With Previous Studiessupporting

confidence: 74%

“…It showed the importance of accounting for iLUC; for example, the average EF for an eucalyptus plantation on a tropical grassland passed from a net carbon sink (-15 g CO 2 MJ wood -1 ) to a net carbon emitter when the iLUC was included (up to 83 g CO 2 MJ wood -1 ). A more detailed comparison between the 4 results of Edwards et al (2013), Wenzel et al (2014) and the present study is presented later.…”

Section: Introductionmentioning

confidence: 98%

“…However, later assessments including potential carbon leakages triggered by competition for land, inverted the conclusions of those earlier studies, or alternatively, showed dramatically 3 reduced GHG savings from biofuels. Essentially, it is argued that an increased demand for crop ( The "well-to-tank" study of Edwards et al (2013) established, using consequential LCA, GHG emission factors (EFs) for a large number of biofuel pathways based on wheat, sugar beet, sugarcane, palm, rapeseed, and residuals such as municipal organic waste, manure, wood, cooking oil, and straw. Though it is well acknowledged as a landmark, the study of Edwards focused on a more limited number of substrates (manure, straw and woody biomass including residues from forestry management, energy plantation and punctual harvest from existing forest), but included iLUC.…”

Section: Introductionmentioning

confidence: 99%

See 2 more Smart Citations

GHG emission factors for bioelectricity, biomethane, and bioethanol quantified for 24 biomass substrates with consequential life-cycle assessment

Tonini

Hamelin

Alvarado-Morales

2016

Bioresource Technology

View full text Add to dashboard Cite

Document Version Peer reviewed version Link back to DTU Orbit Citation (APA):Tonini, D., Hamelin, L., Alvarado-Morales, M., & Astrup, T. F. (2016). GHG emission factors for bioelectricity, biomethane, and bioethanol quantified for 24 biomass substrates with consequential life-cycle assessment. Bioresource Technology, 208, 123-133. DOI: 10.1016/j.biortech.2016 AbstractGreenhouse gas (GHG) emission savings from biofuels dramatically depend upon the source of energy displaced and the effects induced outside the energy sector, for instance land-use changes (LUC). Using consequential life-cycle assessment and including LUC effects, this study provides GHG emission factors (EFs) for bioelectricity, biomethane, and bioethanol produced from twenty-four biomasses (from dedicated crops to residues of different origin) under a fossil and a non-fossil energy system. Accounting for numerous variations in the pathways, a total of 554 GHG EFs were quantified. The results showed that, important GHG savings were obtained with residues and seaweed, both under fossil and non-fossil energy systems. For high-yield perennial crops (e.g. willow and Miscanthus), GHG savings were achieved only under fossil energy systems. Biofuels from annual crops and residues that are today used in the feed sector should be discouraged, as LUC GHG emissions exceeded any GHG savings from displacing conventional energy sources.

show abstract

Section: Comparison With Previous Studiessupporting

confidence: 74%

Section: Introductionmentioning

confidence: 98%

Section: Introductionmentioning

confidence: 99%

See 1 more Smart Citation

GHG emission factors for bioelectricity, biomethane, and bioethanol quantified for 24 biomass substrates with consequential life-cycle assessment

Tonini

Hamelin

Alvarado-Morales

2016

Bioresource Technology

View full text Add to dashboard Cite

show abstract

“…According to the European Renewable Energy Directive (RED) [54], renewable fuels are those that lead to at least 60% reductions of greenhouse gas emissions, and the life cycle GWP impact is significantly reduced. However, more energy demanding fuel production and lower fuel efficiency of ethanol [55] increases the influence of weight on CED, shifting the breakeven points in between materials Figure 5 to an shorter travelled distance. In contrast, the much lower GWP of the ethanol truck significantly reduces the benefit of light-weight materials; high GWP in manufacturing would not be compensated …”

Section: Variations In Energy Efficiency or Fuel Typementioning

confidence: 99%

A material selection approach to evaluate material substitution for minimizing the life cycle environmental impact of vehicles

et al. 2015

View full text Add to dashboard Cite

Weight reduction is commonly adopted in vehicle design as a means for energy and emissions savings. However, selection of lightweight materials is often focused on performance characteristics, which may lead to sub optimizations of life cycle environmental impact. Therefore systematic material selection processes are needed that integrate weight optimization and environmental life cycle assessment. This paper presents such an approach and its application to design of an automotive component. Materials from the metal, hybrid and polymer families were assessed, along with a novel self-reinforced composite material that is a potential lightweight alternative to nonrecyclable composites. It was shown that materials offering the highest weight saving potential offer limited life cycle environmental benefit due to energy demanding manufacturing. Selection of the preferable alternative is not a straightforward process since results may be sensitive to critical but uncertain aspects of the life cycle. Such aspects need to be evaluated to determine the actual benefits of lightweight design and to base material selection on more informed choices.

show abstract

“…Since pure biodiesel use is not in agreement with emission regulations the trend is towards blending with conventional diesel up to 5% by volume (EN 590). Best estimate for net reduction in GHG emissions is 37% within a range of 10e66% (Edwards et al, 2007). The technology for more advanced, 2nd generation biodiesel with lower emissions is in the demonstration stage (WSDA, 2007).…”

Section: Renewable Fuels From Biomass and Wastementioning

confidence: 99%

Transport impacts on atmosphere and climate: Land transport

Uherek¹,

Halenka²,

Borken‐Kleefeld³

et al. 2010

Atmospheric Environment

311

151

View full text Add to dashboard Cite

a b s t r a c tEmissions from land transport, and from road transport in particular, have significant impacts on the atmosphere and on climate change. This assessment gives an overview of past, present and future emissions from land transport, of their impacts on the atmospheric composition and air quality, on human health and climate change and on options for mitigation.In the past vehicle exhaust emission control has successfully reduced emissions of nitrogen oxides, carbon monoxide, volatile organic compounds and particulate matter. This contributed to improved air quality and reduced health impacts in industrialised countries. In developing countries however, pollutant emissions have been growing strongly, adversely affecting many populations. In addition, ozone and particulate matter change the radiative balance and hence contribute to global warming on shorter time scales. Latest knowledge on the magnitude of land transport's impact on global warming is reviewed here.In the future, road transport's emissions of these pollutants are expected to stagnate and then decrease globally. This will then help to improve the air quality notably in developing countries. On the contrary, emissions of carbon dioxide and of halocarbons from mobile air conditioners have been globally increasing and are further expected to grow. Consequently, road transport's impact on climate is gaining in importance. The expected efficiency improvements of vehicles and the introduction of biofuels will not be sufficient to offset the expected strong growth in both, passenger and freight transportation. Technical measures could offer a significant reduction potential, but strong interventions would be needed as markets do not initiate the necessary changes. Further reductions would need a resolute expansion of low-carbon fuels, a tripling of vehicle fuel efficiency and a stagnation in absolute transport volumes. Land transport will remain a key sector in climate change mitigation during the next decades.

show abstract

Well-to-Wheels Analysis of Future Automotive Fuels and Powertrains in the European Context

Cited by 404 publications

References 6 publications

GHG emission factors for bioelectricity, biomethane, and bioethanol quantified for 24 biomass substrates with consequential life-cycle assessment

GHG emission factors for bioelectricity, biomethane, and bioethanol quantified for 24 biomass substrates with consequential life-cycle assessment

A material selection approach to evaluate material substitution for minimizing the life cycle environmental impact of vehicles

Transport impacts on atmosphere and climate: Land transport

Contact Info

Product

Resources

About