Quantifying the Energy & carbon emissions implications of a 10% electric vehicles target

EU Directive 2009/28/EC on Renewable Energy requires each Member State to ensure 10% of transport energy (excluding aviation and marine transport) comes from renewable sources by 2020 (10% RES-T target). In addition to the anticipated growth in biofuels, this target is expected to be met by the increased electrification of transport coupled with a growing contribution from renewable energy to electricity generation. Energy use in transport accounted for nearly half of Ireland’s total final energy demand and about a third of energy-related carbon dioxide emissions in 2007. Energy use in transport has grown by 6.3% per annum on average in the period 1990 – 2007. This high share and fast growth relative to other countries highlights the challenges Ireland faces in meeting ambitious renewable energy targets. The Irish Government has set a specific target for Electric Vehicles (EV) as part of its strategy to deliver the 10% RES-T target. By 2020, 10% of all vehicles in its transport fleet are to be powered by electricity. This paper quantifies the impacts on energy and carbon dioxide emissions of this 10% EV target by 2020. In order to do this an ‘EV Car Stock’ model was developed to analyse the historical and future make-up of the passenger car portion of the fleet to 2025. Three scenarios for possible take-up in EVs were examined and the associated energy and emissions impacts are quantified. These impacts are then compared to Ireland’s 10% RES-T target and greenhouse gas (GHG) emissions reduction targets for 2020. Two key findings of the study are that the 10% EV target contributes 1.7% to the 10% RES-T target by 2020 and 1.4% to the 20% reduction in Non-ETS emissions by 2020 relative to 2005.

Food miles or carbon emissions? Exploring labeling preference for food transport footprint with a stated choice study

The ecological footprint of food transport can be communicated using carbon dioxide emissions (CO2 label) or by providing information about both the length of time and the mileage travelled (food miles label). We use stated choice data to estimate conventional unobserved taste heterogeneity models and extend them to a specification that also addresses attribute nonattendance. The implied posterior distributions of the marginal willingness to pay values are compared graphically and are used in validation regressions. We find strong bimodality of taste distribution as the emerging feature, with different groups of subjects having low and high valuations for these labels. The best fitting model shows that CO2 and food miles valuations are much correlated. CO2 valuations can be high even for those respondents expressing low valuations for food miles. However, the reverse is not true. Taken together, the results suggest that consumers tend to value the CO2 label at least as much and sometimes more than the food miles label.

Water efficiency as a means of reducing carbon emissions in Northern Ireland (NI) Water

The water and sewerage sectors' combined emissions account for just over 1% of total UK emissions, while household water heating accounts for a further 5%. Energy use, particularly electricity, is the largest source of emissions in the sector. Water efficiency measures should therefore result in reduced emissions from a lower demand for water and wastewater treatment and pumping, as well as from decreased domestic water heating. Northern Ireland Water (NI Water) is actively pursuing measures to reduce its carbon footprint. This paper investigated the carbon impacts of implementing a household water efficiency programme in Northern Ireland. Assuming water savings of 59.6 L/prop/day and 15% uptake among households, carbon savings of 0.6% of NI Water's current net operational emissions are achievable from reduced treatment and pumping. Adding the carbon savings from reduced household water heating gives savings equivalent to 6.2% of current net operational emissions. Cost savings to NI Water are estimated as 300,000 per year. The cost of the water efficiency devices is approximately 1.6 million, but may be higher depending on the number of devices distributed relative to the number installed. This paper has shown clear carbon benefits to water efficiency, but further research is needed to examine social and cost impacts. © IWA Publishing 2013.

Electric vehicles and opportunities to displace tailgate emissions using Smart Charging controls

Under the European Union Renewable Energy Directive each Member State is mandated to ensure that 10% of transport energy (excluding aviation and marine transport) comes from renewable sources by 2020. The Irish Government intends to achieve this target with a number of policies including ensuring that 10% of all vehicles in the transport fleet are powered by electricity by 2020. This paper investigates the impact of the 10% electric vehicle target in Ireland in 2020 using a dynamic programming based long term generation expansion planning model. The model developed optimizes power dispatch using hourly electricity demand curves up to 2020, while incorporating generator characteristics and certain operational requirements such as energy not served and loss of load probability while satisfying constraints on environmental emissions, fuel availability and generator operational and maintenance costs. Two distinct scenarios are analysed based on a peak and off-peak charging regimes in order to simulate the effects of the electric vehicles charging in 2020. The importance and influence of the charging regimes on the amount of energy used and tailgate emissions displaced is then determined.

Understanding aerospace composite components' supply chain carbon emissions

This paper examines a large structural component and its supply chain. The component is representative of that used in the production of civil transport aircraft and is manufactured from carbon fibre epoxy resin prepreg, using traditional hand layup and autoclave cure. Life cycle assessment (LCA) is used to predict the component’s production carbon emissions. The results determine the distribution of carbon emissions within the supply chain, identifying the dominant production processes as carbon fibre manufacture and composite part manufacture. The elevated temperature processes of material and part creation, and the associated electricity usage, have a significant impact on the overall production emissions footprint. The paper also demonstrates the calculation of emissions footprint sensitivity to the geographic location and associated energy sources of the supply chain. The results verify that the proposed methodology is capable of quantitatively linking component and supply chain specifics to manufacturing processes and thus identifying the design drivers for carbon emissions in the manufacturing life of the component.

Enteric methane emissions and nitrogen utilisation efficiency for two genotype of hill hoggets offered fresh, ensiled and pelleted ryegrass

Thirty-six 12-month-old hill hoggets were used in a 2 genotype (18 Scottish Blackface vs. 18 Swaledale×Scottish Blackface)×3 diet (fresh vs. ensiled vs. pelleted ryegrass) factorial design experiment to evaluate the effects of hogget genotype and forage type on enteric methane (CH4) emissions and nitrogen (N) utilisation. The hoggets were offered 3 diets ad libitum with no concentrate supplementation in a single period study with 6 hoggets for each of the 6 genotype×diet combinations (n=6). Fresh ryegrass was harvested daily in the morning. Pelleted ryegrass was sourced from a commercial supplier (Aylescott Driers & Feeds, Burrington, UK) and the ryegrass silage was ensiled with Ecosyl (Lactobacillus plantarum, Volac International Limited, Hertfordshire, UK) as an additive. The hoggets were housed in individual pens for at least 14 d before being transferred to individual respiration chambers for a further 4 d with feed intake, faeces and urine outputs and CH4 emissions measured. There was no significant interaction between genotype and forage type on any parameter evaluated. Sheep offered pelleted grass had greater feed intake (e.g. DM, energy and N) but less energy and nutrient apparent digestibility (e.g. DM, N and neutral detergent fibre (NDF)) than those given fresh grass or grass silage (P<0.001). Feeding pelleted grass, rather than fresh grass or grass silage, reduced enteric CH4 emissions as a proportion of DM intake and gross energy (GE) intake (P<0.01). Sheep offered fresh grass had a significantly lower acid detergent fibre (ADF) apparent digestibility, and CH4 energy output (CH4-E) as a proportion of GE intake than those offered grass silage (P<0.001). There was no significant difference, in CH4 emission rate or N utilisation efficiency when compared between Scottish Blackface and Swaledale × Scottish Blackface. Linear and multiple regression techniques were used to develop relationships between CH4 emissions or N excretion and dietary and animal variables using data from sheep offered fresh ryegrass and grass silage. The equation relating CH4-E (MJ/d) to GE intake (GEI, MJ/d), energy apparent digestibility (DE/GE) and metabolisability (ME/GE) resulted in a high r2 (CH4-E=0.074 GEI+9.2 DE/GE−10.2 ME/GE−0.37, r2=0.93). N intake (NI) was the best predictor for manure N excretion (Manure N=0.66 NI+0.96, r2=0.85). The use of these relationships can potentially improve the precision and decrease the uncertainty in predicting CH4 emissions and N excretion for sheep production systems managed under the current feeding conditions.