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Fundamental Investigations of LCA of Shinkansen Vehiclesehiclesehicles

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Fundamental Investigations of LCA of Shinkansen Vehiclesehiclesehicles PAPERPAPERPAPER Fundamental Investigations of LCA of Shinkansen Vehiclesehiclesehicles TTToru MIYMIYoru AUCHIAUCHIAUCHI TTTakafumi NAGATOMOTOMOTOMO TTTaro TSUJIMURA Engineer Engineer Chief Engineer Metallic Materials G., Hiroshi TSUCHIYAAA Engineer, Tribo-Materials G., Materials Technology Development Div., Technological Development Dept. Recently, environmental protection has become one of the most critical concerns in the global scale. Currently, it is widely recognized that life cycle assessment (LCA) is a very effective instrument to quantitatively evaluate environmental impact of various products across their whole lifecycle. LCA itself is not yet established as a well defined method, but already finding a wide range of applications in electric appliances, automobiles and other industrial products. We conducted a basic survey for LCA of Shinkansen vehicles, as a case study for the railway system. As a result of this survey, we could obtain useful knowl- edge for applying LCA to the railway. KeywordsKeywordsKeywords : LCA, Energy consumption, CO2 emission, Shinkansen vehicles 1. Introduction 2. Outline of LCA The global environmental problem is a very critical LCA is a method to calculate all inputs and outputs concern, including depletion of the ozone layer, earth for a certain product, and to analyze their environmental warming and lack of waste landfill space. With this back- impact. Fig. 1 indicates a lifecycle flow of the product. ground, international conferences for the environmental Manufacturing of a product starts after the materials for problems have been held in the world, where related trea- it are brought in. The product thus finished is used and ties have been concluded and declarations made. In the maintained. After its useful life is expired, it is to be International Standardization Organization, a special recycled or disposed. At any stage of this span, there are scheme of ISO14000s was proposed concerning environ- some inputs such as energy and raw materials, and some mental management and inspection. outputs such as waste material and waste water. These The importance of the global environmental problems inputs and outputs give some environmental impact to has recognized increasingly by the public. The typical the earth. problems arisen are disposal of waste, generation of di- oxin and pollution of waters. It is necessary for the in- dustrial and private sectors to make efforts in reducing the environmental impacts. However, what we should do for decreasing the environmental impacts is not always clearly defined; environmental impacts of various prod- ucts and services being linked to each other complexly, even if efforts are made in order to reduce the environ- mental impact of a certain product, there are cases where this may induce the increase of the environmental im- pact on the whole. To avoid this, LCA is provided as a method to evalu- ate the environmental impact totally and quantitatively. LCA consists in improving the environmental impact of a certain product by evaluating across its lifecycle quanti- tatively. As a case study on the railway system, we imple- mented an LCA-based basic survey for Shinkansen ve- hicles. Fig. 1 Life cycle flow for products ISO14040 (JIS Q 14040) illustrates the principle and the framework of LCA. The framework is composed of four stages as shown in Fig. 2. The direct applications 204204204 QR of RTRI, Vol. 40, No. 4, Dec. ’99 are not included in the framework of LCA. Energy, raw materials, water etc. A. Goal and scope definition When implementing LCA, it is necessary for us to de- Manufacturing of raw materials termine its objectives and the survey scope. What the Manufacturing stage ----------------------------------------------------------------- Fabricating parts, Assembling purpose is and to what extent the survey shall be per- ------------------------------------------------------------ formed shall be clearly defined. Running Operation/Maintenance stage ------------------ Maintenance B. Inventory analysis --------------------------- The data of environmental impacts such CO emis- 2 Scrapping sion and energy consumption should be collected at every Final disposition --------------------- stage. C. Impact assessment Exhaust (CO2, NOx, SOx), drainage, solid waste etc. We classify the data gathered by inventory analysis each impact category and estimate its environmental Fig. 3 Life cycle flow of railway vehicles loads. tem. D. Interpretation In order to determine the energy consumption and The results of the inventory analysis and impact CO2 emission at each stage, a coefficient shall be needs evaluation are evaluated individually or on the whole. to be prepared, which may be used to convert the amount of material used and electricity to energy consumption or CO2 emission. This coefficient is called a basic unit. The coefficient may differ depending upon districts even in the same country., therefore in Japan, various organiza- tions use their own basic unit. In Japan, there are no unified standards governing all substances. Under these circumstances, the results of LCA may vary according to basic units used, so the most important thing at the cur- rent stage is define its calculation grounds or sources for the basic units. The table attached hereto summaries the energy ba- sic unit and CO2 emission basic unit for various materi- als. The energy basic unit used in this paper is the one shown in the reference 1), and concerning the basic unit of CO2 emission, we indicate the name of an association or organization having established such a basic unit. Fig. 2 Phases of an LCA TTTable Energy and CO222 emission basic units 3. LCA of Shinkansen vehicles 3. 1 The goal and scope definition Fig. 3 shows the lifecycle flow for railway vehicles, which consists of four stages, manufacture, operation, maintenance and final disposal of waste. Every stage includes input of energy and raw material, and output such as emission of gases (CO2, NOx and SOx), waste water and emission of pollutants. For this case study, we try to calculate the energy consumption and CO2 emis- sion by stage (inventory analysis), and based upon these calculation results, we conduct observation on the lifecycle energy consumption (LCE) and the lifecycle CO2 emis- sion (LCCO2). The vehicles used for this study are three kinds of 0 series, 100 series and 300 series which are currently op- erated on Tokaido Shinkansen Line and Sanyo Shinkansen Line. The vehicles of 0 series and 100 series are of a steel body and designed to run at the maximum 3. 2 Inventory analysis speed of 220 km per hour. The vehicles of 300 series are of aluminum body with the maximum speed of 270 km The energy consumption (LCE) and CO2 emission per hour, and equipped with a regenerative brake sys- (LCCO2) across the lifecycle are defined by Equations (1) QR of RTRI, Vol. 40, No. 4, Dec. ’99 205205205 and (2). E2 ＝ E2R ＋ E2M ･･････････････････････････( 9 ) LCE ＝ E1 ＋ E2 ＋ E3 ･･････････････････････( 1 ) C2 ＝ C2R ＋ C2M ･･････････････････････････(10) LCCO2 ＝ C1 ＋ C2 ＋ C3 ････････････････････( 2 ) where where E2R ＝Energy consumption (GJ) in running E1 ＝ Energy consumption (GJ) in the manufacturing C2R ＝ CO2 emission (t) in running stage E2M ＝ Energy consumption (GJ) in maintenance C1＝CO2 emission (t) in the manufacturing stage C2M ＝CO2 emission (t) in maintenance E2＝Energy consumption (GJ) in operation and mainte- nance The energy consumption and CO2 emission in main- C2＝CO2 emission (t) in operation and maintenance tenance are defined by Equations (11) and (12). E3 ＝ Energy consumption (GJ) in the final disposal of waste E2R ＝ D × Rk × aj ･･････････････････････(11) C3＝CO2 emission (t) in the final disposal of waste C2R ＝ D × Rk × bj ･･････････････････････(12) A. Manufacturing stage where The energy consumption and CO2 emission in the D ＝ Running distance (km) across the lifecycle manufacturing stage are defined by Equations (3) and Rk ＝ Electric power basic unit (kWh/km/vehicle) (4). The inspection basic unit is given by Equation (13), E1 ＝ E1M ＋ E1P ･･････････････････････････( 3 ) and the energy consumption and CO2 emission in main- C1 ＝ C1M ＋ C1P ･･････････････････････････( 4 ) tenance are given by Equations (14) and (15). where Uk ＝ Pk / Mk ････････････････････････････(13) E1M ＝ Energy consumption (GJ) in production of raw E2M ＝ Uk × Nk × aj ･･････････････････････(14) materials C2M ＝ Uk × Nk × bj ･･････････････････････(15) C1M ＝ CO2 emission in production of raw materials E1P ＝ Energy consumption (GJ) in fabrication and as- where sembling Uk＝Electric power basic unit in inspection (kWh/inspec- C1P＝CO2 emission (t) in fabrication and assembling tion/vehicle) Pk＝Power consumption in maintenance factory per an- The energy consumption and CO2 emission in produc- num (kWh) tion of raw materials are defined by Equations (5) and Mk ＝ Number of inspections par annum (6). Nk ＝ Number of inspections across the lifecycle. Σ E1M ＝ (ai × Wi) ････････････････････････( 5 ) C. Final disposition Σ C1M ＝ (bi × Wi) ････････････････････････( 6 ) The energy consumption and CO2 emission in the fi- nal disposition are defined by Equations (16) and (17). where Σ ai ＝ Energy consumption basic unit in each kind of ma- E3 ＝ (ai × W3j) ････････････････････････(16) Σ terial (GJ/t) C3 ＝ (bi × W3j) ････････････････････････(17) bi＝CO2 emission (t/t) basic unit in each kind of material Wi＝Weight of each of the materials of a vehicle where 3 W3j＝Fuel consumption in scrapping (m /vehicle, etc.) The energy consumption and CO2 emission in fabri- cation and assembling
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