Life Cycle Assessment of Vehicle Lightweighting: Novel Mathematical Methods to Estimate Use-Phase Fuel Consumption

Lightweighting is a key strategy to improve vehicle fuel economy. Assessing the life-cycle benefits of lightweighting requires a quantitative description of the use-phase fuel consumption reduction associated with mass reduction. We present novel methods of estimating mass-induced fuel consumption (MIF) and fuel reduction values (FRVs) from fuel economy and dynamometer test data in the U.S. Environmental Protection Agency (EPA) database. In the past, FRVs have been measured using experimental testing. We demonstrate that FRVs can be mathematically derived from coast down coefficients in the EPA vehicle test database avoiding additional testing. MIF and FRVs calculated for 83 different 2013 MY vehicles are in the ranges 0.22-0.43 and 0.15-0.26 L/(100 km 100 kg), respectively, and increase to 0.27-0.53 L/(100 km 100 kg) with powertrain resizing to retain equivalent vehicle performance. We show how use-phase fuel consumption can be estimated using MIF and FRVs in life cycle assessments (LCAs) of vehicle lightweighting from total vehicle and vehicle component perspectives with, and without, powertrain resizing. The mass-induced fuel consumption model is illustrated by estimating lifecycle greenhouse gas (GHG) emission benefits from lightweighting a grille opening reinforcement component using magnesium or carbon fiber composite for 83 different vehicle models.

Atmospheric chemistry of short-chain haloolefins: photochemical ozone creation potentials (POCPs), global warming potentials (GWPs), and ozone depletion potentials (ODPs)

Short-chain haloolefins are being introduced as replacements for saturated halocarbons. The unifying chemical feature of haloolefins is the presence of a CC double bond which causes the atmospheric lifetimes to be significantly shorter than for the analogous saturated compounds. We discuss the atmospheric lifetimes, photochemical ozone creation potentials (POCPs), global warming potentials (GWPs), and ozone depletion potentials (ODPs) of haloolefins. The commercially relevant short-chain haloolefins CF3CFCH2 (1234yf), trans-CF3CHCHF (1234ze(Z)), CF3CFCF2 (1216), cis-CF3CHCHCl (1233zd(Z)), and trans-CF3CHCHCl (1233zd(E)) have short atmospheric lifetimes (days to weeks), negligible POCPs, negligible GWPs, and ODPs which do not differ materially from zero. In the concentrations expected in the environment their atmospheric degradation products will have a negligible impact on ecosystems. CF3CFCH2 (1234yf), trans-CF3CHCHF (1234ze(Z)), CF3CFCF2 (1216), cis-CF3CHCHCl (1233zd(Z)), and trans-CF3CHCHCl (1233zd(E)) are environmentally acceptable.

Current and future greenhouse gas emissions associated with electricity generation in China: implications for electric vehicles

China's oil imports and greenhouse gas (GHG) emissions have grown rapidly over the past decade. Addressing energy security and GHG emissions is a national priority. Replacing conventional vehicles with electric vehicles (EVs) offers a potential solution to both issues. While the reduction in petroleum use and hence the energy security benefits of switching to EVs are obvious, the GHG benefits are less obvious. We examine the current Chinese electric grid and its evolution and discuss the implications for EVs. China's electric grid will be dominated by coal for the next few decades. In 2015 in Beijing, Shanghai, and Guangzhou, EVs will need to use less than 14, 19, and 23 kWh/100 km, respectively, to match the 183 gCO2/km WTW emissions for energy saving vehicles. In 2020, in Beijing, Shanghai, and Guangzhou EVs will need to use less than 13, 18, and 20 kWh/100 km, respectively, to match the 137 gCO2/km WTW emissions for energy saving vehicles. EVs currently demonstrated in China use 24-32 kWh/100 km. Electrification will reduce petroleum imports; however, it will be very challenging for EVs to contribute to government targets for GHGs emissions reduction.

Light-duty vehicle CO2 targets consistent with 450 ppm CO2 stabilization

We present a global analysis of CO2 emission reductions from the light-duty vehicle (LDV) fleet consistent with stabilization of atmospheric CO2 concentration at 450 ppm. The CO2 emission reductions are described by g CO2/km emission targets for average new light-duty vehicles on a tank-to-wheel basis between 2010 and 2050 that we call CO2 glide paths. The analysis accounts for growth of the vehicle fleet, changing patterns in driving distance, regional availability of biofuels, and the changing composition of fossil fuels. New light-duty vehicle fuel economy and CO2 regulations in the U.S. through 2025 and in the EU through 2020 are broadly consistent with the CO2 glide paths. The glide path is at the upper end of the discussed 2025 EU range of 68-78 g CO2/km. The proposed China regulation for 2020 is more stringent than the glide path, while the 2017 Brazil regulation is less stringent. Existing regulations through 2025 are broadly consistent with the light-duty vehicle sector contributing to stabilizing CO2 at approximately 450 ppm. The glide paths provide long-term guidance for LDV powertrain/fuel development.

Ethanol and air quality: influence of fuel ethanol content on emissions and fuel economy of flexible fuel vehicles

Engine-out and tailpipe emissions of NOx, CO, nonmethane hydrocarbons (NMHC), nonmethane organic gases (NMOG), total hydrocarbons (THC), methane, ethene, acetaldehyde, formaldehyde, ethanol, N2O, and NH3 from a 2006 model year Mercury Grand Marquis flexible fuel vehicle (FFV) operating on E0, E10, E20, E30, E40, E55, and E80 on a chassis dynamometer are reported. With increasing ethanol content in the fuel, the tailpipe emissions of ethanol, acetaldehyde, formaldehyde, methane, and ammonia increased; NOx and NMHC decreased; while CO, ethene, and N2O emissions were not discernibly affected. NMOG and THC emissions displayed a pronounced minimum with midlevel (E20-E40) ethanol blends; 25-35% lower than for E0 or E80. Emissions of NOx decreased by approximately 50% as the ethanol content increased from E0 to E30-E40, with no further decrease seen with E55 or E80. We demonstrate that emission trends from FFVs are explained by fuel chemistry and engine calibration effects. Fuel chemistry effects are fundamental in nature; the same trend of increased ethanol, acetaldehyde, formaldehyde, and CH4 emissions and decreased NMHC and benzene emissions are expected for all FFVs. Engine calibration effects are manufacturer and model specific; emission trends for NOx, THC, and NMOG will not be the same for all FFVs. Implications for air quality are discussed.

Life cycle assessment of vehicle lightweighting: a physics-based model of mass-induced fuel consumption

Lightweighting is a key strategy used to improve vehicle fuel economy. Replacing conventional materials (e.g., steel) with lighter alternatives (e.g., aluminum, magnesium, and composites) decreases energy consumption and greenhouse gas (GHG) emissions during vehicle use, but often increases energy consumption and GHG emissions during materials and vehicle production. Assessing the life-cycle benefits of mass reduction requires a quantitative description of the mass-induced fuel consumption during vehicle use. A new physics-based method for estimating mass-induced fuel consumption (MIF) is proposed. We illustrate the utility of this method by using publicly available data to calculate MIF values in the range of 0.2-0.5 L/(100 km 100 kg) based on 106 records of fuel economy tests by the U.S. Environmental Protection Agency for 2013 model year vehicles. Lightweighting is shown to have the most benefit when applied to vehicles with high fuel consumption and high power. Use of the physics-based model presented here would place future life cycle assessment studies of vehicle lightweighting on a firmer scientific foundation.

Life-cycle energy and greenhouse gas emission benefits of lightweighting in automobiles: review and harmonization

Replacing conventional materials (steel and iron) with lighter alternatives (e.g., aluminum, magnesium, and composites) decreases energy consumption and greenhouse gas (GHG) emissions during vehicle use but may increase energy consumption and GHG emissions during vehicle production. There have been many life cycle assessment (LCA) studies on the benefits of vehicle lightweighting, but the wide variety of assumptions used makes it difficult to compare results from the studies. To clarify the benefits of vehicle lightweighting we have reviewed the available literature (43 studies). The GHG emissions and primary energy results from 33 studies that passed a screening process were harmonized using a common set of assumptions (lifetime distance traveled, fuel-mass coefficient, secondary weight reduction factor, fuel consumption allocation, recycling rate, and energy intensity of materials). After harmonization, all studies indicate that using aluminum, glass-fiber reinforced plastic, and high strength steel to replace conventional steel decreases the vehicle life cycle energy use and GHG emissions. Given the flexibility in options implied by the variety of materials available and consensus that these materials have substantial energy and emissions benefits, it seems likely that lightweighting will be used increasingly to improve fuel economy and reduce life cycle GHG emissions from vehicles.

Atmospheric oxidation of polyfluorinated amides: historical source of perfluorinated carboxylic acids to the environment

Polyfluorinated amides (PFAMs) are a class of fluorinated compounds which were produced as unintentional byproducts in the electrochemical fluorination process used for polyfluorinated sulfonamide synthesis in 1947-2002. To investigate the historical potential of PFAMs as an atmospheric perfluorinated acid (PFCA) source we studied N-ethylperfluorobutyramide (EtFBA) as a surrogate for longer chained PFAMs. Smog chamber relative rate techniques were used to measure bimolecular rate coefficients for reactions of EtFBA with chlorine atoms and hydroxyl radicals. It was found kCl = (2.08 ± 0.15) × 10(-11) cm(3) molecule(-1) s(-1) and kOH = (2.65 ± 0.50) × 10(-12) cm(3) molecule(-1) s(-1) and the atmospheric lifetime of EtFBA with respect to reaction with OH was estimated to be approximately 4.4 days. Offline sampling with both GC-MS and LC-MS/MS techniques was used to determine the products and hence a plausible pathway of atmospheric oxidation of EtFBA. Three primary oxidation products were observed by GC-MS, the N-dealkylation product C3F7C(O)NH2 and two carbonyl products, probably C3F7C(O)N(H)C(O)CH3 and C3F7C(O)N(H)CH2CHO. These primary products react further to give perfluorocarboxylic acids (PFCAs) as detected by LC-MS/MS, suggesting that eight carbon PFAMs were a historical source of PFCAs to remote regions, including the Canadian Arctic.

Atmospheric chemistry of benzyl alcohol: kinetics and mechanism of reaction with OH radicals

The atmospheric oxidation of benzyl alcohol has been investigated using smog chambers at ICARE, FORD, and EUPHORE. The rate coefficient for reaction with OH radicals was measured and an upper limit for the reaction with ozone was established; kOH = (2.8 ± 0.4) × 10(-11) at 297 ± 3 K (averaged value including results from Harrison and Wells) and kO(3) < 2 × 10(-19) cm(3) molecule(-1) s(-1) at 299 K. The products of the OH radical initiated oxidation of benzyl alcohol in the presence of NOX were studied. Benzaldehyde, originating from H-abstraction from the -CH(2)OH group, was identified using in situ FTIR spectroscopy, HPLC-UV/FID, and GC-PID and quantified in a yield of (24 ± 5) %. Ring retaining products originating from OH-addition to the aromatic ring such as o-hydroxybenzylalcohol and o-dihydroxybenzene as well as ring-cleavage products such as glyoxal were also identified and quantified with molar yields of (22 ± 2)%, (10 ± 3)%, and (2.7 ± 0.7)%, respectively. Formaldehyde was observed with a molar yield of (27 ± 10)%. The results are discussed with respect to previous studies and the atmospheric oxidation mechanism of benzyl alcohol.

Atmospheric chemistry of isoflurane, desflurane, and sevoflurane: kinetics and mechanisms of reactions with chlorine atoms and OH radicals and global warming potentials

The smog chamber/Fourier-transform infrared spectroscopy (FTIR) technique was used to measure the rate coefficients k(Cl + CF(3)CHClOCHF(2), isoflurane) = (4.5 ± 0.8) × 10(-15), k(Cl + CF(3)CHFOCHF(2), desflurane) = (1.0 ± 0.3) × 10(-15), k(Cl + (CF(3))(2)CHOCH(2)F, sevoflurane) = (1.1 ± 0.1) × 10(-13), and k(OH + (CF(3))(2)CHOCH(2)F) = (3.5 ± 0.7) × 10(-14) cm(3) molecule(-1) in 700 Torr of N(2)/air diluent at 295 ± 2 K. An upper limit of 6 × 10(-17) cm(3) molecule(-1) was established for k(Cl + (CF(3))(2)CHOC(O)F). The laser photolysis/laser-induced fluorescence (LP/LIF) technique was employed to determine hydroxyl radical rate coefficients as a function of temperature (241-298 K): k(OH + CF(3)CHFOCHF(2)) = (7.05 ± 1.80) × 10(-13) exp[-(1551 ± 72)/T] cm(3) molecule(-1); k(296 ± 1 K) = (3.73 ± 0.08) × 10(-15) cm(3) molecule(-1), and k(OH + (CF(3))(2)CHOCH(2)F) = (9.98 ± 3.24) × 10(-13) exp[-(969 ± 82)/T] cm(3) molecule(-1); k(298 ± 1 K) = (3.94 ± 0.30) × 10(-14) cm(3) molecule(-1). The rate coefficient of k(OH + CF(3)CHClOCHF(2), 296 ± 1 K) = (1.45 ± 0.16) × 10(-14) cm(3) molecule(-1) was also determined. Chlorine atoms react with CF(3)CHFOCHF(2) via H-abstraction to give CF(3)CFOCHF(2) and CF(3)CHFOCF(2) radicals in yields of approximately 83% and 17%. The major atmospheric fate of the CF(3)C(O)FOCHF(2) alkoxy radical is decomposition via elimination of CF(3) to give FC(O)OCHF(2) and is unaffected by the method used to generate the CF(3)C(O)FOCHF(2) radicals. CF(3)CHFOCF(2) radicals add O(2) and are converted by subsequent reactions into CF(3)CHFOCF(2)O alkoxy radicals, which decompose to give COF(2) and CF(3)CHFO radicals. In 700 Torr of air 82% of CF(3)CHFO radicals undergo C-C scission to yield HC(O)F and CF(3) radicals with the remaining 18% reacting with O(2) to give CF(3)C(O)F. Atmospheric oxidation of (CF(3))(2)CHOCH(2)F gives (CF(3))(2)CHOC(O)F in a molar yield of 93 ± 6% with CF(3)C(O)CF(3) and HCOF as minor products. The IR spectra of (CF(3))(2)CHOC(O)F and FC(O)OCHF(2) are reported for the first time. The atmospheric lifetimes of CF(3)CHClOCHF(2), CF(3)CHFOCHF(2), and (CF(3))(2)CHOCH(2)F (sevoflurane) are estimated at 3.2, 14, and 1.1 years, respectively. The 100 year time horizon global warming potentials of isoflurane, desflurane, and sevoflurane are 510, 2540, and 130, respectively. The atmospheric degradation products of these anesthetics are not of environmental concern.

Corn ethanol production, food exports, and indirect land use change

The approximately 100 million tonne per year increase in the use of corn to produce ethanol in the U.S. over the past 10 years, and projections of greater future use, have raised concerns that reduced exports of corn (and other agricultural products) and higher commodity prices would lead to land-use changes and, consequently, negative environmental impacts in other countries. The concerns have been driven by agricultural and trade models, which project that large-scale corn ethanol production leads to substantial decreases in food exports, increases in food prices, and greater deforestation globally. Over the past decade, the increased use of corn for ethanol has been largely matched by the increased corn harvest attributable mainly to increased yields. U.S. exports of corn, wheat, soybeans, pork, chicken, and beef either increased or remained unchanged. Exports of distillers' dry grains (DDG, a coproduct of ethanol production and a valuable animal feed) increased by more than an order of magnitude to 9 million tonnes in 2010. Increased biofuel production may lead to intensification (higher yields) and extensification (more land) of agricultural activities. Intensification and extensification have opposite impacts on land use change. We highlight the lack of information concerning the magnitude of intensification effects and the associated large uncertainties in assessments of the indirect land use change associated with corn ethanol.

Medical intelligence article: assessing the impact on global climate from general anesthetic gases

Although present in the atmosphere with a combined concentration approximately 100,000 times lower than carbon dioxide (i.e., the principal anthropogenic driver of climate change), halogenated organic compounds are responsible for a warming effect of approximately 10% to 15% of the total anthropogenic radiative forcing of climate, as measured relative to the start of the industrial era (approximately 1750). The family of anesthetic gases includes several halogenated organic compounds that are strong greenhouse gases. In this short report, we provide an overview of the state of knowledge regarding the impact of anesthetic gas release on the environment, with particular focus on its contribution to the radiative forcing of climate change.

Evaluating rare earth element availability: a case with revolutionary demand from clean technologies

The future availability of rare earth elements (REEs) is of concern due to monopolistic supply conditions, environmentally unsustainable mining practices, and rapid demand growth. We present an evaluation of potential future demand scenarios for REEs with a focus on the issue of comining. Many assumptions were made to simplify the analysis, but the scenarios identify some key variables that could affect future rare earth markets and market behavior. Increased use of wind energy and electric vehicles are key elements of a more sustainable future. However, since present technologies for electric vehicles and wind turbines rely heavily on dysprosium (Dy) and neodymium (Nd), in rare-earth magnets, future adoption of these technologies may result in large and disproportionate increases in the demand for these two elements. For this study, upper and lower bound usage projections for REE in these applications were developed to evaluate the state of future REE supply availability. In the absence of efficient reuse and recycling or the development of technologies which use lower amounts of Dy and Nd, following a path consistent with stabilization of atmospheric CO(2) at 450 ppm may lead to an increase of more than 700% and 2600% for Nd and Dy, respectively, over the next 25 years if the present REE needs in automotive and wind applications are representative of future needs.

Atmospheric degradation of perfluoro-2-methyl-3-pentanone: photolysis, hydrolysis and hydration

Perfluorinated carboxylic acids are widely distributed in the environment, including remote regions, but their sources are not well understood. Perfluoropropionic acid (PFPrA, CF(3)CF(2)C(O)OH) has been observed in rainwater but the observed amounts can not be explained by currently known degradation pathways. Smog chamber studies were performed to assess the potential of photolysis of perfluoro-2-methyl-3-pentanone (PFMP, CF(3)CF(2)C(O)CF(CF(3))(2)), a commonly used fire-fighting fluid, to contribute to the observed PFPrA loadings. The photolysis of PFMP gives CF(3)CF(2)C·(O) and ·CF(CF(3))(2) radicals. A small (0.6%) but discernible yield of PFPrA was observed in smog chamber experiments by liquid chromatography-mass spectrometry offline chamber samples. The Tropospheric Ultraviolet-Visible (TUV) model was used to estimate an atmospheric lifetime of PFMP with respect to photolysis of 4-14 days depending on latitude and time of year. PFMP can undergo hydrolysis to produce PFPrA and CF(3)CFHCF(3) (HFC-227ea) in a manner analogous to the Haloform reaction. The rate of hydrolysis was measured using (19)F NMR at two different pHs and was too slow to be of importance in the atmosphere. Hydration of PFMP to give a geminal diol was investigated computationally using density functional theory. It was determined that hydration is not an important environmental fate of PFMP. The atmospheric fate of PFMP seems to be direct photolysis which, under low NO(x) conditions, gives PFPrA in a small yield. PFMP degradation contributes to, but does not appear to be the major source of, PFPrA observed in rainwater.