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Ethanol Vs. Biogas Used As Car Fuels

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Ethanol Vs. Biogas Used As Car Fuels LIFECYCLEASSESSMENTSTUDY in 1N1800, Life Cycle Assessment Ethanol vs. Biogas used as car fuels handed in at the Institute of Environmental Strategies Research KTH, Sweden on 22nd of May 2006 from Group 10: Stefan Auer Mikko Haulio Lucyna Lekawska Markus Sonnleitner Contents 1 Goal and Scope 3 1.1 Goal of the Study . 3 1.2 Functional Unit . 4 1.3 System Boundaries . 4 1.3.1 Biogas . 4 1.3.2 Ethanol from Wood . 5 1.3.3 Ethanol from Wheat . 5 1.4 Assumptions and Limitations . 5 1.5 Impact Categories and Impact Assessment Method . 6 1.6 Normalization and Weighting . 7 2 Life Cycle Inventory Analysis 8 2.1 Process Flowchart . 8 2.1.1 Biogas . 8 2.1.2 Ethanol . 9 2.2 Data . 11 2.2.1 Petrol . 11 2.2.2 Biogas . 11 2.2.3 Ethanol from Wood . 15 2.2.4 Ethanol from Wheat . 16 3 Life cycle interpretation 19 3.1 Results . 19 3.2 Conclusions and recommandations . 30 References 32 2 1 Goal and Scope 1.1 Goal of the Study Background Emissions from fuel combustion and their impact on environment are a very current issue. Not only global warming, but also contamination of air and soil and the related health problems, are just examples of many environmental problems fossil fuel combustion might lead to. A solution to reduce these impacts is to replace the number of cars running on fossil fuels by those with engines adapted for fuels derived from biomass, the so-called biofuels. By now, car manufactures provide us with plenty of solutions on this issue. However, in our report we decided to analyze the most commonly used biofuels in Sweden: biogas (a gas with a content of approximately 96 % methane) and E85 (a mixture of 85 % ethanol and 15 % petrol). The study is carried out within a course on life cycle assessment. Actual Goal The goal of this project is to compare two biofuels: biogas and fuel ethanol (known also as E85). Since both of them are rather environmentally friendly, it had been decided to find out which of them has lower impact on environment by means of a comparative LCA, taking different aspects into account. As not only two different types of biofuels are being compared (biogas and E85), but also the production of fuel ethanol from two different raw materials (from wood and from wheat), it is rather an accounting LCA. However, such studies might be interesting for car manufactures, car users and of course those who run the production plants. If such a LCA had been carried out for a car company it might be change-orientated in order to make the vehicles more environ- mentally friendly. The intended audience is a group of people familiar with LCA ideas and methodology i.e. students, scientists, researchers interested and involved in biofuels issues. Methodology The study was carried out by means of LCA methodology and software program SimaPro 6.0 was used. 3 1.2 Functional Unit The functional unit is defined as 100 km driven by a passenger car (type of car not further detailed). That distance should be fairly divided into city area and motorway. The assumed fuel consumption of the car per 100 km is 7 litres for petrol, 6.3 kg for biogas and 9.1 litres for E851. These values have been derived from a car manufacturer (Ford Focus CMax) [2], developing engines for both renewable fuel types, E85 and CNG (compressed natural gas) i.e. also biogas. 1.3 System Boundaries The system boundaries applied in environmental systems studies define which processes are included in the analysis. 1.3.1 Biogas The system boundaries of the biogas system had been drawn around the handling and transport of raw materials, operation of the biogas plant, upgrading and use of the biogas produced (see figure 2.1). The calculations included the production of inputs used in these processes, such as energy carriers, chemical fertilizers, vehicles and machinery used for transport and handling of raw materials and digestates. Considering the digestates, only their transport back to the farm is included, but spreading on arable land had not been included. Manure is not included in the system boundaries as it is more or less a by-product during the cattle, pig and chicken breeding, and not primarily produced for digestion in a biogas plant. The grave of the biogas is nature in form of emissions to the air, water or soil during production and combustion. The construction, maintenance and demolition of biogas plants or of infrastructure used for gas distribution were not included, as their contribution to the environmental impact of biogas production systems was assumed to be low [3]. The time horizon applied can affect the results. Here, the focus was basically on short- term effects of introducing biogas systems, such as changes in the loss of nitrogen due to changes in the management of animal manure. Long-term effects, for example, changes in soil organic matter, are not generally included in the study presented here [3]. Most of the data for the modelling of the biogas life cycle is regarded to be rather current, except the data for the combustion of biogas is from the year 1997. It had been tried, that the analyses described in this report mainly refers to Swedish 185 % (weight percent) ethanol, 15 % (weight percent) pertrol and additives [1] 4 conditions. But due to the lack of site-specific data (except electricity production) it had unfortunately become more or less general. 1.3.2 Ethanol from Wood explained in the last year’s report [4] the whole ethanol from wood life cycle could be drawn into the system boundaries i.e. the production of raw materials, the energy use and emissions during production and those during combustion. The grave of the ethanol is nature in form of emissions to the air, water or soil during production and combustion. As it is the case in the biogas life cycle, we just focused on the short-term effects of ethanol production from wheat on the environment, as long-term effects would demand more accurate data, especially site-specific data, to account for additional long-term ef- fects on the environment. The newest possible data was collected, but for the combustion of the ethanol only the values from [5] could have been derived. By means of analysing and fetching production parameters from a Swedish ethanol plant in Ornsk¨oldsvik(www.sekab.se),¨ we managed to keep the LCA for ethanol from wood more or less site-specific, rather than general. 1.3.3 Ethanol from Wheat As the wheat grains are primarily cultivated for the production of ethanol, the energy needed and the environmental impact of cultivation and harvesting were included in the analysis. Therefore all processes for the production, handling and transport of the raw material, operation of ethanol plant and use of the ethanol produced (see figure 2.3) had been included (see also ethanol from wood). Only the transportation of the by-product (animal feedstock) had been excluded, assuming that it is stored and later fetched from the plant itself. As it is the case for the ethanol from wood, we tried do a site-specific LCA, by means of fetching data from a Swedish ethanol plant in Norrk¨oping (www.agroetanol.se). 1.4 Assumptions and Limitations Several assumptions and limitations have been made while carrying out this study, fur- ther explained in the section, dealing with the source and illustration of the data. 5 1.5 Impact Categories and Impact Assessment Method The following impact assessment categories had been considered in our model: Global Warming Potential, Photochemical oxidation, Eutrophication, Acidification, Land Use The impact assessment methods chosen to quantify those impact categories are the ’CML 2 baseline 2000, V2.03’ (impact categories related to emissions) and the ’Ecoindicator 99 V2.03’ (impact category “Land use”). These two methods have been limited in their impact categories, to only offer the required impact categories for this study. The chosen impact categories are subsequently explained in detail. To cover these impact categories, as much data as possible had been collected on the use of resources and emissions. The type of resources and emissions can be seen in the models, included in the appendix of this report. Environmental Aspects One of the main reasons for which it is now a worldwide trend to substitute “classi- cal” fuels with biofuels is their significantly lower impact on the environment. However, there are some facts that should be taken into account while doing LCA for fuels even for those considered environmentally friendly, namely the emissions during the use-phase. Although by the use of biofuels i.e. the combustion of them, NOx and green house gas (GHG) emissions are diminished in comparison to e.g. petrol, some emissions are still present. The problem of NOx emissions is connected with low level ozone synthesis, which is a dangerous compound. However the most important environmental problem is associated with land use. The amount of area needed for crops from which biofuels are produced is a rather important factor. Global warming potential (Green house gases) Emission of green house gases (GHG) which lead to global warming is a current topic. Some amounts of those gases (such as water vapor, carbon dioxide, methane, nitrous oxide, and ozone) exist in the earth’s atmosphere by nature. However, due to some additional emissions caused by humans, these natural levels are increasing. As a result, earth’s atmosphere is becoming unsettled. That might not only lead to global warm- ing, but also to other effects which are rather difficult to forecast.
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