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Input data for defining CO2-emissions per vehicle kilometer Input data
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The European Union's goal is to increase the share of renewable energy sources to 20 per cent and that of liquid biofuels for transport to at least 10 per cent by 2020. Liquid biofuels for transport are, for example, biodiesel and bioethanol. Their use is not assumed to increase CO2-emissions in the atmosphere. However, production processes of tran...
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Citations
... For instance, the European Union implemented a climate change package in 2020, which aims to achieve a 20% reduction in GHG emissions (from 1990 levels), generate 20% of the EU's total energy from renewable sources, and improve energy efficiency by 20% (Oztig, 2017). The European Union (EU) has set a target to enhance the proportion of liquid biofuels in the transportation industry to a minimum of 10% by 2020, as stated by Holmberg et al. (2015). The transport sector is important to the European economy and contributes more than 5% of overall employment and almost 7% of GDP (Eißel and Chu, 2014). ...
... For the transportation sector, the goal of the European Union is to increase the portion of liquid biofuels up to 10% until 2020 (Holmberg et al. 2015). According to Solaymani (2019), in most countries that are industrialized, this sector is considered as one of the leading contributors to energy consumption. ...
This study examines the association between transportation services (i.e. passenger and freight) and carbon emissions concerning the US economy. The monthly data for this study were collected for the period from 2000M1 to 2019M8. In this study, QARDL econometric approach (Cho, Kim, & Shin, 2015) has been used to tests the relationship between transportation services and CO2 emissions. Due to the chaotic and nonlinear behavior of our concerning variables, it was quite difficult to gauge the principle properties of their variations. Therefore, we relied on QARDL, which has been missing in previous researches. By utilizing the QARDL method, this research assesses the long term stability of the nexus across the quantiles to provide an econometric framework that is more flexible than the traditional ones. In particular, the authors have analyzed how the quantiles of transportation (i.e. passenger and freight) influence the quantiles of CO2 emissions (environmental degradation). The empirical evidence revealed the negative significant relationship of both the transportation system (i.e. passenger and freight) with carbon emissions, however, this relationship holds at low quantiles of freight transport whereas the same relationship has been observed at the majority of quantiles of passenger transport. So, this depicts that the transportation system of the US helps to reduce CO2 emissions. Therefore, to maintain this situation, the government shall introduce more technologies that are fuel-efficient and promotes clean consumption, thus, reducing CO2 emissions, boosting economic growth and making green transportation services.
... One of the most recurrent proposals is the complete electrification of energy services, including mobility. This solution, although at first sight may seem quite adequate, requires a more careful analysis to evaluate its effectiveness and to avoid indirect CO2 emissions, which can ultimately lead to adverse scenarios [18,19]. An interesting solution which has been on the table for more than twenty years is the question of hydrogen [20]. ...
... One of the most recurrent proposals is the complete electrification of energy services, including mobility. This solution, although at first sight may seem quite adequate, requires a more careful analysis to evaluate its effectiveness and to avoid indirect CO 2 emissions, which can ultimately lead to adverse scenarios [18,19]. An interesting solution which has been on the table for more than twenty years is the question of hydrogen [20]. ...
In the sustainability context, the performance of energy-producing technologies, using different energy sources, needs to be scored and compared. The selective criterion of a higher level of useful energy to feed an ever-increasing demand of energy to satisfy a wide range of endo- and exosomatic human needs seems adequate. In fact, surplus energy is able to cover energy services only after compensating for the energy expenses incurred to build and to run the technology itself. This paper proposes an energy sustainability analysis (ESA) methodology based on the internal and external energy use of a given technology, considering the entire energy trajectory from energy sources to useful energy. ESA analysis is conducted at two levels: (i) short-term, by the use of the energy sustainability index (ESI), which is the first step to establish whether the energy produced is able to cover the direct energy expenses needed to run the technology and (ii) long-term, by which all the indirect energy-quotas are considered, i.e., all the additional energy requirements of the technology, including the energy amortization quota necessary for the replacement of the technology at the end of its operative life. The long-term level of analysis is conducted by the evaluation of two indicators: the energy return per unit of energy invested (EROI) over the operative life and the energy payback-time (EPT), as the minimum lapse at which all energy expenditures for the production of materials and their construction can be repaid to society. The ESA methodology has been applied to the case study of H2 production at small-scale (10–15 kWH2) comparing three different technologies: (i) steam-methane reforming (SMR), (ii) solar-powered water electrolysis (SPWE), and (iii) two-stage anaerobic digestion (TSAD) in order to score the technologies from an energy sustainability perspective.
Biobutanol can be a good biofuel candidate to contribute to CO2 reduction. Used as a direct substitute of gasoline or as a fuel additive, biobutanol is a better candidate than bioethanol due to its higher energy density and lower tendency to absorb water than ethanol. The properties of gasoline + biobutanol mixtures are very important because they influence production, transportation, and distribution processes as well as all processes that take place in the internal combustion engine. Densities, viscosities and refractive indices have been measured over the whole composition range for gasoline + 1 - butanol mixtures at T = (293.15, 298.15, 303.15, 313.15, and 323.15) K for density and viscosity and at 293.15 K for refractive index, and at atmospheric pressure. Based on experimental data, the accuracy of different equations has been tested to predict the density, viscosity, and refractive index of the pseudo-binary gasoline + 1 - butanol mixtures. Deviations in viscosity and refractive index have been calculated and fitted to the Redlich-Kister equation to obtain the regression coefficients and standard errors between experimental and calculated results. The experimental and calculated quantities are used to understand the behavior of investigated mixture of fuels.
In recent years there has been growing interest in the use of microalgae as a feedstock for biofuels, particularly for biodiesel. The production process of biodiesel from microalgae generally consists of five different phases: cultivation, harvesting, drying, lipid extraction and transesterification. While existing technologies are available to undertake each of these phases, the process would benefit from enhanced sustainability achieved by reducing environmental impact and costs. One process innovation currently under consideration is the use of waste products as inputs to the process, including CO 2 captured from industrial flue gas, or nutrients from wastewater. These could be employed in algae cultivation. The co-location of an algae cultivation plant with other industrial facilities, such as a cement plant or a wastewater treatment facility, could result in significantly reduced atmospheric emissions and improve wastewater effluent discharges. A comparative life cycle assessment approach is used to examine two different, realistic alternatives for the co-location of an algae cultivation plant with an existing cement plant or wastewater treatment facility near Kingston, Ontario, Canada. The study seeks to identify a preferred siting option from the perspective of minimizing environmental impacts. The first alternative involves the co-location with the Lafarge Cement plant, on the north shore of Lake Ontario, near Bath Ontario. The second alternative consists in the co-location with the Ravensview wastewater treatment facility east of the city of Kingston on the St. Lawrence River. The algae production plant is based on an open pond technology and is assumed to have a production capacity of about 120 tons of dry microalgal biomass per year.
