1. Product Design and Life Cycle Assessment TUTORIAL Krzysztof Ciesielski Ireneusz Zbiciński

2. A Comparative LCA Analysis of a Passenger Car and a Municipal Bus

3. SIMA PRO

4. LCA SOFTWARE Boustead Consulting Database and Software ECO-it: Eco-Indicator Tool for environmentally friendly design - PRé Consultants EDIP - Environmental design of industrial products - Danish EPA EIOLCA - Economic Input-Output LCA at Carnegie Mellon University GaBi - Product Family (Ganzheitlichen Bilanzierung - holistic balancing) - Five Winds International/University of Stuttgart (IKP)/PE Product Engineering GaBi Lite GaBi 4.2 GaBi DfX IDEMAT - Delft University Clean Technology Institute Interduct Environmental Product Development KCL-ECO 3.0 - KCL LCA software LCAiT - CIT EkoLogik (Chalmers Industriteknik) SimaPro for Windows - PRé Consultants TEAM(TM) (Tools for Environmental Analysis and Management) - Ecobalance, Inc. Umberto - An advanced software tool for Life Cycle Assessment - Institut für Umweltinformatik

5. http://www.pre.nl/

6. http://www.pre.nl/download/

7. CD\SP-5Demo\Disk1\Setup.exe

8. C:\Program Files\SimaPro 5\ Copy folder ‘Database’

9. Open the database folder on your computer and select all files Click once with the right button and select “properties” item Untick “read only” checkbox Close the database folder

12. ? ?

13. life span 10 years12 years mileage 130,000 km during life time (13,000 km/year) 960,000 km during life time (80,000 km/year) passengers 4 persons 0.052x10 6 passenger kilometres/year 100 persons 8x10 6 passenger kilometres/year

14. 154 cars1 bus 8 x 10 6 /(0.052 x 10 6 ) =

15. Lacking exact data concerning the bus, the amount of materials used in the production of a municipal bus was estimated by comparison with the car. The material use in the production of the bus was assumed to be proportional to the use in the car. As the weight of the car was 1,071 kg, and that of the bus, i.e. 10,000 kg; the proportion is 10,000/1,071= 9.3. 9.3x

16. The amount of electric energy use in the production was estimated to be 8 times higher for the bus as compared to the car 8x

17. Material intensity during production

19. The analysis of material intensity of the use phase of the vehicles themselves requires information on: Fuel consumption Tires used Materials for maintenance (repair and service) Water for washing Material intensity for use The analysis of material intensity of the transport infrastructure requires information on: Materials for building and maintaining the roads Materials for peripheral infrastructure (street lights and parking lots)

20. Material intensity for use fuel consumption is 34.3 l per 100 km; at a density of 0.830 kg/l we obtain the value of 28.5 kg fuel used per 100 km. A bus drives 80,000 km per year, using 22,775 kg fuel annually; in a 12-year life cycle this value reaches 273,302 kg. Oil consumption constitutes 1% in relation to the fuel consumption, hence per 100 km it is 0.343 l (oil density = 0.900 kg/l) and 0.309 kg, respectively. The annual oil consumption is 246.4 kg per 80,000 km, and in the whole life cycle it is 2,957 kg. In the case of Lodz municipal buses:

21. Material intensity for use In Poland, municipal buses are washed every day, except in winter, when the ambient temperature is below -3°C. Then they are washed every third day. This adds up to a total of 280 days a year on average. During 12 years the bus is therefore washed 3360 times.

22. Material intensity for use As for the energy used for vehicle heating, the bus was heated for 198 hours (50 h in November, 77 h in December, 22 h in January and 49 h in February (data for the year 1998/99). The fuel consumption standard for heating is 3.5 l/h. The total amount of fuel used for heating is thus 693 l or 575 kg. For the whole life cycle this amounts to 6,902 kg.

23. Material intensity for use The amount of spare parts used during a major repair of the bus is 1,603 kg. Such a repair is made four times a year, so annually this makes 6,415 kg, and during the whole life cycle 76,979 kg. Tires in a bus are changed every third year (6 tires, each weighing 58 kg). During the whole life cycle it makes 1,392 kg.

24. Material intensity for use

25. Waste Management During the Use Phase The transport intensity of the waste produced during the use of the car or bus, the unit tkm, defined as t tons transported km kilometres is used

26. Waste Management During the Use Phase Copper, brass, aluminium, lead and steel scrap coming from repairs and disassembly of road devices and equipment as well as the bus amounts to 1,328 kg. The material is sold to companies located at a distance of 30 km. The transport of scrap metal this distance thus adds up to 39.8 tkm annually; 478 tkm during the whole life cycle of the bus.

27. Waste Management During the Use Phase The 60 kg car batteries of the bus are changed every 3 years. The batteries are then disposed of at the Mining and Steel Works “Orzel Bialy” in Bytom at a distance of about 190 km. Since 4 sets of batteries are used during the life cycle of the bus this adds up to annually 60x190/4=2.9 tkm, and for the whole life cycle 34.8 tkm.

28. Waste Management During the Use Phase On the whole, every year waste is transported at a distance of 422 km, so it is easy to calculate the quantity of fuel used in the entire life cycle as 1443 kg.

29. Waste Management During the Use Phase

30. The following assumptions were introduced into the analysis: Steel for spare parts was used as “maintenance”. “Road and peripheral infrastructure” was modelled by taking the appropriate data straight from the SimaPro database. Due to the lack of data, washing of the vehicles has been omitted. Waste management has been described by a disposal scenario in which all the metals are recycled, plastics are land filled and tyres incinerated.

31. The following assumptions were introduced into the analysis: “Plastics” (in MIPS) was assumed to be PVC (in Eco- indicator) “Operating liquids” and “oil” were assumed to be diesel oil Mechanical energy i.e. diesel engine under continuous changing load was used as “non-electric energy” 10 g of platinum was assumed as an equivalent of one “catalytic converter”. Unleaded petrol was used as “fuel” (MIPS) (fuel for heating was added for the bus).

33. Eco-indicator 99 The Eco-indicator 99 gives the environmental impact as data for 11 parameters to reflect resource use, human health and ecosystems quality

34. Eco-indicator 95 In the Eco-indicator 95 method, contrary to the Eco- indicator 99 approach, there is no impact category for depletion of natural resources; only deterioration of ecosystem quality and human health are taken into consideration.

35. Eco-points The Eco-points method has been one of the first, which enabled the aggregation of the LCA results into a single score. The Eco-points method, however, does not include a classification stage (this is the main methodological difference in relation to the Eco-indicator technique). As a result a set of inflows and outflows containing specific substances is examined separately instead of using impact categories. The disadvantage of this approach is the big number of compounds which have to be taken into account and, as a result, difficulties in the interpretation of the results.

36. EDIP and EPS Methods Similarly to Eco-indicator 95 the EDIP/UMIP (Environmental Development of Industrial Products, in Danish UMIP) method does not reflect resource depletion in a single score. Is should be stressed that in EDIP the impact category “resources” is used in the characterisation phase, but neglected in the normalization and weighting phases. Another difference between the EDIP and Eco-indicator 95 methods is the application of different impact categories and different coefficients in normalization and weighting phases.

37. EDIP/UMIP 96 EDIP/UMIP 96 method is a supplement to the basic version of EDIP method. EDIP 96 assesses natural resource consumption only. This technique allows a detailed analyses of resources depletion.

38. EPS 2000 The Environmental Priority Strategy, EPS, system expresses the damage to the environment in financial terms. Weighting factors reflect future costs, direct losses, or willingness to pay. This method does not use a normalisation step.