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.

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.

Carbon flow in an upland grassland: effect of liming on the flux of recently photosynthesized carbon to rhizosphere soil

The effect of liming on the flow of recently photosynthesized carbon to rhizosphere soil was studied using (CO2)-C-13 pulse labelling, in an upland grassland ecosystem in Scotland. The use of C-13 enabled detection, in the field, of the effect of a 4-year liming period of selected soil plots on C allocation from plant biomass to soil, in comparison with unlimed plots. Photosynthetic rates and carbon turnover were higher in plants grown in limed soils than in those from unlimed plots. Higher delta(13)C% values were detected in shoots from limed plants than in those from unlimed plants in samples clipped within 15 days of the end of pulse labelling. Analysis of the aboveground plant production corresponding to the 4-year period of liming indicated that the standing biomass was higher in plots that received lime. Lower delta(13)C% values in limed roots compared with unlimed roots were found, whereas no significant difference was detected between soil samples. Extrapolation of our results indicated that more C has been lost through the soil than has been gained via photosynthetic assimilation because of pasture liming in Scotland during the period 1990-1998. However, the uncertainty associated with such extrapolation based on this single study is high and these estimates are provided only to set our findings in the broader context of national soil carbon emissions.

Impact of electric vehicles on a carbon constrained power system—a post 2020 case study

Electric vehicles (EVs) offer great potential to move from fossil fuel dependency in transport once some of the technical barriers related to battery reliability and grid integration are resolved. The European Union has set a target to achieve a 10% reduction in greenhouse gas emissions by 2020 relative to 2005 levels. This target is binding in all the European Union member states. If electric vehicle issues are overcome then the challenge is to use as much renewable energy as possible to achieve this target. In this paper, the impacts of electric vehicle charged in the all-Ireland single wholesale electricity market after the 2020 deadline passes is investigated using a power system dispatch model. For the purpose of this work it is assumed that a 10% electric vehicle target in the Republic of Ireland is not achieved, but instead 8% is reached by 2025 considering the slow market uptake of electric vehicles. Our experimental study shows that the increasing penetration of EVs could contribute to approach the target of the EU and Ireland government on emissions reduction, regardless of different charging scenarios. Furthermore, among various charging scenarios, the off-peak charging is the best approach, contributing 2.07% to the target of 10% reduction of Greenhouse gas emissions by 2025.

The Veil of Kyoto and the politics of greenhouse gas mitigation in Australia

This paper investigates how the Kyoto Protocol has framed political discourse and policy development of greenhouse gas mitigation in Australia. We argue that ‘Kyoto’ has created a veil over the climate issue in Australia in a number of ways. Firstly, its symbolic power has distracted attention from actual environmental outcomes while its accounting rules obscure the real level of carbon emissions and structural trends at the nation-state level. Secondly, a public policy tendency to commit to far off emission targets as a compromise to implementing legislation in the short term has also emerged on the back of Kyoto-style targets. Thirdly, Kyoto’s international flexibility mechanisms can lead to the diversion of mitigation investment away from the nation-state implementing carbon legislation. A final concern of the Kyoto approach is how it has shifted focus away from Australia as the world’s largest coal exporter towards China, its primary customer. While we recognise the crucial role aspirational targets and timetables play in capturing the imagination and coordinating action across nations, our central theme is that ‘Kyoto’ has overshadowed the implementation of other policies in Australia. Understanding how ‘Kyoto’ has framed debate and policy is thus crucial to promoting environmentally effective mitigation measures as nation-states move forward from COP15 in Copenhagen to forge a post-Kyoto international agreement. Recent elections in 2009 in Japan and America and developments at COP15 suggest positive scope for international action on climate change. However, the lesson from the 2007 election and subsequent events in Australia is a caution against elevating the symbolism of ‘Kyoto-style’ targets and timetables above the need for implementation of mitigation policies at the nation-state level

Green Media: The Future of Wireless Multimedia Networks:Guest Editorial

By 2015, with the proliferation of wireless multimedia applications and services (e.g., mobile TV, video on demand, online video repositories, immersive video interaction, peer to peer video streaming, and interactive video gaming), and any-time anywhere communication, the number of smartphones and tablets will exceed 6.5 billion as the most common web access devices. Data volumes in wireless multimedia data-intensive applications and mobile web services are projected to increase by a factor of 10 every five years, associated with a 20 percent increase in energy consumption, 80 percent of which is multimedia traffic related. In turn, multimedia energy consumption is rising at 16 percent per year, doubling every six years. It is estimated that energy costs alone account for as much as half of the annual operating expenditure. This has prompted concerted efforts by major operators to drastically reduce carbon emissions by up to 50 percent over the next 10 years. Clearly, there is an urgent need for new disruptive paradigms of green media to bridge the gap between wireless technologies and multimedia applications.

The impacts of replacing air bubbles with microspheres for the clarification of algae from low cell-density culture

Dissolved Air Flotation (DAF) is a well-known coagulation-flotation system applied at large scale for microalgae harvesting. Compared to conventional harvesting technologies DAF allows high cell recovery at lower energy demand. By replacing microbubbles with microspheres, the innovative Ballasted Dissolved Air Flotation (BDAF) technique has been reported to achieve the same algae cell removal efficiency, while saving up to 80% of the energy required for the conventional DAF unit. Using three different algae cultures (Scenedesmus obliquus, Chlorella vulgaris and Arthrospira maxima), the present work investigated the practical, economic and environmental advantages of the BDAF system compared to the DAF system. 99% cells separation was achieved with both systems, nevertheless, the BDAF technology allowed up to 95% coagulant reduction depending on the algae species and the pH conditions adopted. In terms of floc structure and strength, the inclusion of microspheres in the algae floc generated a looser aggregate, showing a more compact structure within single cell alga, than large and filamentous cells. Overall, BDAF appeared to be a more reliable and sustainable harvesting system than DAF, as it allowed equal cells recovery reducing energy inputs, coagulant demand and carbon emissions. © 2014 Elsevier Ltd.

A techno-economic evaluation of changing from conventional vehicles to range extended electric vehicles

Transportation accounts for 22% of greenhouse gas emissions in the UK, and increases to 25% in Northern Ireland. Surface transport carbon dioxide emissions, consisting of road and rail, are dominated by cars. Demand for mobility is rising rapidly and vehicle numbers are expected to more than double by 2050. Car manufacturers are working towards reducing their carbon footprint through improving fuel efficiency and controlling exhaust emissions. Fuel efficiency is now a key consideration of consumers purchasing a new vehicle. While measures have been taken to help to reduce pollutants, in the future, alternative technologies will have to be used in the transportation industry to achieve sustainability. There are currently many alternatives to the market leader, the internal combustion engine. These alternatives include hydrogen fuel cell vehicles and electric vehicles, a term which is widely used to cover battery electric vehicles, plug-in hybrid electric vehicles and extended-range electric vehicles. This study draws direct comparisons measuring the differing performance in terms of fuel consumption, carbon emissions and range of a typical family saloon car using different fuel types. These comparisons will then be analysed to see what effect switching from a conventionally fuelled vehicle to a range extended electric vehicle would have not only on the end user, but also the UK government.

The Role of Water Content and Paste Proportion on Physico-mechanical Properties of Alkali Activated Fly Ash–Ggbs Concrete

The growth of the construction industry worldwide poses a serious concern on the sustainability of the building material production chain, mainly due to the carbon emissions related to the production of Portland cement. On the other hand, valuable materials from waste streams, particularly from the metallurgical industry, are not used at their full potential. Alkali activated concrete (AAC) has emerged in the last years as a promising alternative to traditional Portland cement based concrete for some applications. However, despite showing remarkable strength and durability potential, its utilisation is not widespread, mainly due to the lack of broadly accepted standards for the selection of suitable mix recipes fulfilling design requirements, in particular workability, setting time and strength. In this paper, a contribution towards the design development of AAC synthetized from pulverised fuel ash (60%) and ground granulated blast furnace slag (40%) activated with a solution of sodium hydroxide and sodium silicate is proposed. Results from a first batch of mixes indicated that water content influences the setting time and that paste content is a key parameter for controlling strength development and workability. The investigation indicated that, for the given raw materials and activator compositions, a minimum water to solid (w/s) ratio of 0.37 was needed for an initial setting time of about 1 hour. Further work with paste content in the range of 30% to 33% determined the relationship between workability and strength development and w/s ratio and paste content. Strengths in the range of 50 - 60 MPa were achieved.

Building information modeling based building design optimization for sustainability

Environmental problems, especially climate change, have become a serious global issue waiting for people to solve. In the construction industry, the concept of sustainable building is developing to reduce greenhouse gas emissions. In this study, a building information modeling (BIM) based building design optimization method is proposed to facilitate designers to optimize their designs and improve buildings’ sustainability. A revised particle swarm optimization (PSO) algorithm is applied to search for the trade-off between life cycle costs (LCC) and life cycle carbon emissions (LCCE) of building designs. In order tovalidate the effectiveness and efficiency of this method, a case study of an office building is conducted in Hong Kong. The result of the case study shows that this method can enlarge the searching space for optimal design solutions and shorten the processing time for optimal design results, which is really helpful for designers to deliver an economic and environmental friendly design scheme.

An Electric Vehicle Dispatch Module for Demand-Side Energy Participation

The penetration of the electric vehicle (EV) has increased rapidly in recent years mainly as a consequence of advances in transport technology and power electronics and in response to global pressure to reduce carbon emissions and limit fossil fuel consumption. It is widely acknowledged that inappropriate provision and dispatch of EV charging can lead to negative impacts on power system infrastructure. This paper considers EV requirements and proposes a module which uses owner participation, through mobile phone apps and on-board diagnostics II (OBD-II), for scheduled vehicle charging. A multi-EV reference and single-EV real-time response (MRS2R) online algorithm is proposed to calculate the maximum and minimum adjustable limits of necessary capacity, which forms part of decision-making support in power system dispatch. The proposed EV dispatch module is evaluated in a case study and the influence of the mobile app, EV dispatch trending and commercial impact is explored.

Alkali-Activated Natural Pozzolan Concrete as New Construction Material

In the near future, geopolymers or alkali-activated cementitious materials will be used as new high-performance construction materials of low environmental impact with a reasonable cost. This material is a good candidate to partially replace ordinary portland cement (OPC) in concrete as a major construction material that plays an outstanding role in the construction industry of different structures. Geopolymer materials are inorganic polymers based on alumina and silica units; they are synthesized from a wide range of dehydroxylated alumina-silicate powders condensed with alkaline silicate in a highly alkaline environment. Geopolymeric materials can be produced from a wide range of alumina-silica, including natural products--such as natural pozzolan and metakaolin--or coproducts--such as fly ash (coal and lignite), oil fuel ash, blast furnace or steel slag, and silica fume--and provide a route toward sustainable development. Using lesser amounts of calcium-based raw materials, lower manufacturing temperature, and lower amounts of fuel result in reduced carbon emissions for geopolymer cement manufacture up to 22 to 72% in comparison with portland cement. A study has been done by the authors to investigate the intrinsic nature of different types of Iranian natural pozzolans to determine the activators and methods that could be used to produce a geopolymer concrete based on alkali-activated natural pozzolan (AANP) and optimize mixture design. The mechanical behavior and durability of these types of geopolymer concrete were investigated and compared with normal OPC concrete mixtures cast by the authors and also reported in the literature. This paper summarizes the main conclusions of the research regarding pozzolanic activity, activator properties, engineering and durability properties, applications and evaluation of carbon footprint, and cost for AANP concrete.