The carbon footprint for the downstream dairy value chain, milk collection and dairy processing plants was estimated through the contribution of emissions per unit of collected and processed milk, whereas that for the upstream dairy value chain, input supply and production was not considered. A survey was conducted among 28 milk collectors and four employees of processing plants. Two clusters were established: small- and large-scale milk collectors. The means of carbon dioxide equivalent per kilogramme (CO2-eq/kg) milk were compared between clusters by using independent sample t-test. The average utilisation efficiency of milk cooling refrigerators for small- and large-scale collectors was 48.5 and 9.3%, respectively. Milk collectors released carbon footprint from their collection, cooling and distribution practices. The mean kg CO2-eq/kg milk was 0.023 for large-scale collectors and 0.106 for small-scale collectors (p < 0.05). Milk processors contributed on average 0.37 kg CO2-eq/kg milk from fuel (diesel and petrol) and 0.055 from electricity. Almi fresh milk and milk products processing centre emitted the highest carbon footprint (0.212 kg CO2-eq/kg milk), mainly because of fuel use. Generally, in Ziway-Hawassa milk shed small-scale collectors released higher CO2-eq/kg milk than large-scale collectors.
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Ending subsidies for fossil fuel heating systems from 2025, and phasing out gas boilers and other fossil fuel heaters by 2040. These are just two of the outcomes of a political agreement between the EU Council and the European Parliament, which was reached on December 7, 2023. Which measures were agreed upon, and what will the implications be for the heating sector?
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In this study, aviation, energy, exergy, environmental, exergoeconomic, and exergoenvironmental analyses are performed on a CFM56-3 series high by-pass turbofan engine fueled with Jet-A1 fuel. Specific fuel consumption and specific thrust of the engine are found to be 0.01098 kg/kN.s and 0.3178 kN/kg/s, respectively. Engine's energy efficiency is calculated as 35.37%, while waste energy ratio is obtained as 64.63%. Exergy efficiency, waste exergy rate, and fuel exergy waste ratio are forecasted as 33.32%, 33175.03 kW, and 66.68%, respectively. Environmental effect factor and ecological effect factor are computed as 2.001 and 3.001, while ecological objective function and its index are taken into account of −16597.22 kW and −1.001, respectively. Exergetic sustainability index and sustainable efficiency factor are determined as 0.5 and 1.5 for the CFM56-3 engine, respectively. Environmental damage cost rate is determined as 519.753 $/h, while the environmental damage cost index is accounted as 0.0314 $/kWh. Specific exergy cost of the engine production is found as 40.898 $/GJ from exergoeconomic analysis, while specific product exergy cost is expressed as 49.607 $/GJ from exergoenvironmental analysis. From exergoenvironmental economic analysis, specific exergy cost of fuel is computed as 10.103 $/GJ when specific exergy cost of production is determined as 40.898 $/GJ.
Since March 2013, Paul Peeters is a member of the ICAO/CAEP Working Group 3, which is responsible for setting a new fuel efficiency standard for of civil aviation. He does so for the International Coalition for Sustainable Aviation (ICSA). ICSA was established in 1998 by a group of national and international environmental NGOs as official observers. Since its inception, ICSA has contributed to CAEP’s work on technical means to reduce emissions and noise, the role of market-based measures, supporting economic and environmental analysis, modelling and forecasting, and ICAO’s carbon calculator. It has also been invited to present its views at ICAO workshops on carbon markets and bio-fuels, and has presented to the high-level Group on Internation Aviation and Climate Change (GIACC). ICSA uses the expertise within its NGO membership to formulate its co-ordinated positions. To gain the broadest level of understanding and input from environmental NGOs, ICSA communicates with, and invites comment from, other NGO networks and bodies working in related areas. ICSA’s participation in ICAO and CAEP meetings is currently provided by the Aviation Environment Federation (AEF), the International Council for Clean Transportation (ICCT) and Transport and Environment (T&E). See http://www.icsa-aviation.org
To meet the European Green Deal, new CO2 emission standards for Heavy-Duty-Vehicles (HDV) have been set. The amended Regulation EU-2019/1242 has a wider scope, covering not only lorries but also trailers. From 2030 on (semi-)trailers must reduce their emissions by 10%, even though trailers generally do not emit any CO2-emissions. But how can a trailer save CO2? To calculate emissions, the European Commission has developed VECTO, the Vehicle Energy Consumption Calculation TOol. It is a standardized framework designed to determine fuel consumption and CO2-emissions of HDVs. Analysis show that the two main focus points for CO2 reduction, based on VECTO, are weight reduction and improved aerodynamics. However, equipping trailers with aerodynamic devices or making them lighter isn’t straightforward. Trailers lead a rough life and the industry is adapted to the current trailer designs. Lightweight constructions might harm the lifetime of a trailer and trailers with protruding aerodynamic parts won’t fit on a train anymore. Besides, both solutions have a major influence on the vehicle (roll-over) stability and therefore safety. It is not that evident for a trailer manufacturer to design a (new) trailer that 1) fulfills the CO2 regulations, 2) complies with the constructional requirements and 3) remains safe and stable. This 3-step-approach is really missing for trailer manufacturers, and this is endorsed by Burgers Carrosserie: “How can we validate (upfront) that the trailer is still as “strong” and “safe” if we apply the weight reduction that shows sufficient CO2 saving in VECTO?”. The answer was simple, it isn’t. It is the aim of Trenergy to develop this 3-step approach with complementary simulation tools, where trailer manufacturers can validate their design(s) for CO2 Savings, Construction and Safety. It is intended to make the developed models/tools open source for the Logistic Industry.
