The Experts below are selected from a list of 87 Experts worldwide ranked by ideXlab platform
Michel Vedrenne - One of the best experts on this subject based on the ideXlab platform.
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a methodology for estimating the carbon footprint of waste collection vehicles under different scenarios application to madrid
Transportation Research Part D-transport and Environment, 2017Co-Authors: Javier Perez, Julio Lumbreras, Encarnacion Rodriguez, Michel VedrenneAbstract:Abstract This paper proposes a methodology to calculate the impact on climate change associated with the MSW collection and transport fleet, using the Life Cycle Assessment (LCA) methodology. The proposed methodological procedure was applied to the past and present situation in Spain, taking the city of Madrid as a characteristic example. The boundaries of the system include both the Fuel Life Cycle (FLC) and the vehicle Life Cycle (VLC), the emissions for which are calculated using the GlobalTRANS tool developed at the Technical University of Madrid (UPM). In the city of Madrid, MSW transport vehicles run solely on compressed natural gas (CNG). The fleet’s carbon footprint (CF) is 25.1 kg CO 2 eq/t MSWcollected , 92% of which stems from the FLC and the remaining 8% from the VLC. In terms of the FLC, 86% of the impact comes from the Tank-to-Wheel (TtW) stage and 14% from the Well-to-Tank (WtT) stage. The raw material extraction, manufacturing and transport processes account for 67% of total VLC greenhouse gas (GHG) emissions. The situation in the city of Madrid in 2013 is compared to that in other Spanish cities and to past scenarios in Madrid, when vehicles ran on diesel. The DIESEL scenario yields emissions that are 18.5% higher than those of the CNG scenario, which means the CF would rise to 29.7 kg CO 2 eq/t MSW . A possible future scenario where CNG is replaced by purified biogas from the anaerobic digestion of municipal waste (BIOGAS scenario) was also evaluated. In this case, CF is 92% lower.
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a methodology for estimating the carbon footprint of waste collection vehicles under different scenarios application to madrid
Transportation Research Part D-transport and Environment, 2017Co-Authors: Javier Perez, Julio Lumbreras, Encarnacion Rodriguez, Michel VedrenneAbstract:Abstract This paper proposes a methodology to calculate the impact on climate change associated with the MSW collection and transport fleet, using the Life Cycle Assessment (LCA) methodology. The proposed methodological procedure was applied to the past and present situation in Spain, taking the city of Madrid as a characteristic example. The boundaries of the system include both the Fuel Life Cycle (FLC) and the vehicle Life Cycle (VLC), the emissions for which are calculated using the GlobalTRANS tool developed at the Technical University of Madrid (UPM). In the city of Madrid, MSW transport vehicles run solely on compressed natural gas (CNG). The fleet’s carbon footprint (CF) is 25.1 kg CO 2 eq/t MSWcollected , 92% of which stems from the FLC and the remaining 8% from the VLC. In terms of the FLC, 86% of the impact comes from the Tank-to-Wheel (TtW) stage and 14% from the Well-to-Tank (WtT) stage. The raw material extraction, manufacturing and transport processes account for 67% of total VLC greenhouse gas (GHG) emissions. The situation in the city of Madrid in 2013 is compared to that in other Spanish cities and to past scenarios in Madrid, when vehicles ran on diesel. The DIESEL scenario yields emissions that are 18.5% higher than those of the CNG scenario, which means the CF would rise to 29.7 kg CO 2 eq/t MSW . A possible future scenario where CNG is replaced by purified biogas from the anaerobic digestion of municipal waste (BIOGAS scenario) was also evaluated. In this case, CF is 92% lower.
Carla Silva - One of the best experts on this subject based on the ideXlab platform.
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Taxi Fleet Renewal in Cities with Improved Hybrid Powertrains: Life Cycle and Sensitivity Analysis in Lisbon Case Study
Energies, 2015Co-Authors: António Castel-branco, João Ribau, Carla SilvaAbstract:Stringent emissions regulations in cities and the high amount of daily miles driven by taxi vehicles enforce the need to renew these fleets with more efficient and cleaner technologies. Hybrid vehicles are potential candidates due to their enhanced powertrain, and slower battery depletion and fewer Lifetime issues, relative to full electric vehicles. This paper proposes a methodology to analyze the best theoretical hybrid powertrain candidate with maximum in-use efficiency, minimum Life Cycle greenhouse gas emissions, and minimum additional cost, for a Lisbon taxi fleet case study. A multi-objective genetic algorithm integrated with a vehicle simulator is used to achieve several trade-off optimal solutions for different driving patterns. Potential improvements in taxi carbon footprint are discussed as a function of its Lifetime, urban/extra-urban driving and maintenance/Fuel Life Cycle uncertainty. Hybrid powertrains reveal to be advantageous comparatively to the conventional vehicle, especially in urban conditions. Specifically optimized solutions could reduce in-use energy consumption by 43%–47% in urban driving, and 27%–34% in extra-urban driving conditions, and reduce Life Cycle emissions by 47%–49% and 34%–36% respectively, relative to the conventional taxi. A financial gain of 50 $/km/fleet in extra-urban and 226 $/km/fleet in urban routes could be achieved by replacing the taxi fleet with the optimal solutions
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Fuel cell hybrid taxi Life Cycle analysis
Energy Policy, 2011Co-Authors: Patrícia Baptista, João Bravo, Paul Adcock, João Ribau, Carla Silva, Ashley KellsAbstract:A small fleet of classic London Taxis (Black cabs) equipped with hydrogen Fuel cell power systems is being prepared for demonstration during the 2012 London Olympics. This paper presents a Life Cycle Analysis for these vehicles in terms of energy consumption and CO2 emissions, focusing on the impacts of alternative vehicle technologies for the Taxi, combining the Fuel Life Cycle (Tank-to-Wheel and Well-to-Tank) and vehicle materials Cradle-to-Grave. An internal combustion engine diesel taxi was used as the reference vehicle for the currently available technology. This is compared to battery and Fuel cell vehicle configurations. Accordingly, the following energy pathways are compared: diesel, electricity and hydrogen (derived from natural gas steam reforming). Full Life Cycle Analysis, using the PCO-CENEX drive Cycle, (derived from actual London Taxi drive Cycles) shows that the Fuel cell powered vehicle configurations have lower energy consumption (4.34Â MJ/km) and CO2 emissions (235Â g/km) than both the ICE Diesel (9.54Â MJ/km and 738Â g/km) and the battery electric vehicle (5.81Â MJ/km and 269Â g/km).
Javier Perez - One of the best experts on this subject based on the ideXlab platform.
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a methodology for estimating the carbon footprint of waste collection vehicles under different scenarios application to madrid
Transportation Research Part D-transport and Environment, 2017Co-Authors: Javier Perez, Julio Lumbreras, Encarnacion Rodriguez, Michel VedrenneAbstract:Abstract This paper proposes a methodology to calculate the impact on climate change associated with the MSW collection and transport fleet, using the Life Cycle Assessment (LCA) methodology. The proposed methodological procedure was applied to the past and present situation in Spain, taking the city of Madrid as a characteristic example. The boundaries of the system include both the Fuel Life Cycle (FLC) and the vehicle Life Cycle (VLC), the emissions for which are calculated using the GlobalTRANS tool developed at the Technical University of Madrid (UPM). In the city of Madrid, MSW transport vehicles run solely on compressed natural gas (CNG). The fleet’s carbon footprint (CF) is 25.1 kg CO 2 eq/t MSWcollected , 92% of which stems from the FLC and the remaining 8% from the VLC. In terms of the FLC, 86% of the impact comes from the Tank-to-Wheel (TtW) stage and 14% from the Well-to-Tank (WtT) stage. The raw material extraction, manufacturing and transport processes account for 67% of total VLC greenhouse gas (GHG) emissions. The situation in the city of Madrid in 2013 is compared to that in other Spanish cities and to past scenarios in Madrid, when vehicles ran on diesel. The DIESEL scenario yields emissions that are 18.5% higher than those of the CNG scenario, which means the CF would rise to 29.7 kg CO 2 eq/t MSW . A possible future scenario where CNG is replaced by purified biogas from the anaerobic digestion of municipal waste (BIOGAS scenario) was also evaluated. In this case, CF is 92% lower.
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a methodology for estimating the carbon footprint of waste collection vehicles under different scenarios application to madrid
Transportation Research Part D-transport and Environment, 2017Co-Authors: Javier Perez, Julio Lumbreras, Encarnacion Rodriguez, Michel VedrenneAbstract:Abstract This paper proposes a methodology to calculate the impact on climate change associated with the MSW collection and transport fleet, using the Life Cycle Assessment (LCA) methodology. The proposed methodological procedure was applied to the past and present situation in Spain, taking the city of Madrid as a characteristic example. The boundaries of the system include both the Fuel Life Cycle (FLC) and the vehicle Life Cycle (VLC), the emissions for which are calculated using the GlobalTRANS tool developed at the Technical University of Madrid (UPM). In the city of Madrid, MSW transport vehicles run solely on compressed natural gas (CNG). The fleet’s carbon footprint (CF) is 25.1 kg CO 2 eq/t MSWcollected , 92% of which stems from the FLC and the remaining 8% from the VLC. In terms of the FLC, 86% of the impact comes from the Tank-to-Wheel (TtW) stage and 14% from the Well-to-Tank (WtT) stage. The raw material extraction, manufacturing and transport processes account for 67% of total VLC greenhouse gas (GHG) emissions. The situation in the city of Madrid in 2013 is compared to that in other Spanish cities and to past scenarios in Madrid, when vehicles ran on diesel. The DIESEL scenario yields emissions that are 18.5% higher than those of the CNG scenario, which means the CF would rise to 29.7 kg CO 2 eq/t MSW . A possible future scenario where CNG is replaced by purified biogas from the anaerobic digestion of municipal waste (BIOGAS scenario) was also evaluated. In this case, CF is 92% lower.
P Janulis - One of the best experts on this subject based on the ideXlab platform.
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reduction of energy consumption in biodiesel Fuel Life Cycle
Renewable Energy, 2004Co-Authors: P JanulisAbstract:Abstract Essential requirements for bioFuel are that (a) it should be produced from renewable raw material, and (b) it should have a lower negative environmental impact than that of fossil Fuels. Apart from direct assessment of the engine emissions, environmental impact is also determined by performing Life Cycle analysis. Life Cycle energy balance depends on specific climatic conditions and the agro- and processing technologies used. Rapeseed oil methyl ester Life Cycle energy ratios in Lithuanian conditions have been calculated as a function of rapeseed productivity, oil pressing and transesterification technologies used. Opportunities to improve biodiesel Fuel Life Cycle energy efficiency, by implementing new technologies in agriculture as well as in industrial processing, were reviewed. The effectiveness of new technologies was evaluated on the basis of energy balance comparison.
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reduction of energy consumption in biodiesel Fuel Life Cycle
Renewable Energy, 2004Co-Authors: P JanulisAbstract:Essential requirements for bioFuel are that (a) it should be produced from renewable raw material, and (b) it should have a lower negative environmental impact than that of fossil Fuels. Apart from direct assessment of the engine emissions, environmental impact is also determined by performing Life Cycle analysis. Life Cycle energy balance depends on specific climatic conditions and the agro- and processing technologies used. Rapeseed oil methyl ester Life Cycle energy ratios in Lithuanian conditions have been calculated as a function of rapeseed productivity, oil pressing and transesterification technologies used.
Ashley Kells - One of the best experts on this subject based on the ideXlab platform.
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Fuel cell hybrid taxi Life Cycle analysis
Energy Policy, 2011Co-Authors: Patrícia Baptista, João Bravo, Paul Adcock, João Ribau, Carla Silva, Ashley KellsAbstract:A small fleet of classic London Taxis (Black cabs) equipped with hydrogen Fuel cell power systems is being prepared for demonstration during the 2012 London Olympics. This paper presents a Life Cycle Analysis for these vehicles in terms of energy consumption and CO2 emissions, focusing on the impacts of alternative vehicle technologies for the Taxi, combining the Fuel Life Cycle (Tank-to-Wheel and Well-to-Tank) and vehicle materials Cradle-to-Grave. An internal combustion engine diesel taxi was used as the reference vehicle for the currently available technology. This is compared to battery and Fuel cell vehicle configurations. Accordingly, the following energy pathways are compared: diesel, electricity and hydrogen (derived from natural gas steam reforming). Full Life Cycle Analysis, using the PCO-CENEX drive Cycle, (derived from actual London Taxi drive Cycles) shows that the Fuel cell powered vehicle configurations have lower energy consumption (4.34Â MJ/km) and CO2 emissions (235Â g/km) than both the ICE Diesel (9.54Â MJ/km and 738Â g/km) and the battery electric vehicle (5.81Â MJ/km and 269Â g/km).
