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The article focuses on greenhouse gas emissions coming from municipal solid waste facilities. In the authors' case study, they used four waste emissions quantification methods that include the Intergovernmental Panel on Climate Change and the U.S. Environmental Protection Agency Waste Reduction Model on greater Toronto, Ontario's waste disposal data. They discovered that the IPCC2006 method was the way to evaluate the effectivity of waste management programs.

The literature analyzes changes in vehicle attributes that can improve fuel economy to meet Corporate Average Fuel Economy (CAFE) standards. However, these analyses exclude either vehicle price, size, acceleration or technology advancement. A more comprehensive examination of the trade-offs among these attributes is needed, this case study focuses on technically feasible modifications to a reference 2012 vehicle to meet the 2025 fuel economy target. Scenarios developed to examine uncertainty in technology advancement indicate that expected technology cost reductions over time will be insufficient to offset the costs of additional fuel efficiency technologies that could be used to meet the 2025 fuel economy target while maintaining other vehicle attributes. The mid-price scenario results show the targeted 66% increase in fuel economy from 2012 to 2025 can be achieved with (i) a 10% ($2070) vehicle price increase (lightweight hybrid electric vehicle), (ii) a 31% (2.9 second) increase in the 0–97 km/h (60 mph) acceleration time (smaller engine), or (iii) a 17% (700 L) decrease in interior volume (smaller body) while maintaining other vehicle attributes. These results are consistent with those obtained using methods that generalize the US light-duty vehicle fleet, but are not a forecast of future vehicle attributes because combinations of less perceptible changes to vehicle price, acceleration and size would also be feasible. This study shows there are numerous ways that 2025 fuel economy targets can be met; therefore, the trade-offs quantified provide important insights on the implications of future CAFE standards. [ABSTRACT FROM AUTHOR]

With increasing trade liberalization, attempts at accounting for environmental impacts and energy use across the manufacturing supply chain are complicated by the predominance of internationally supplied resources and products. This is particularly true for Canada and the United States, the world's largest trading partners. We use an economic input-output life-cycle assessment (ElO-LCA) technique to estimate the economy-wide energy intensity and greenhouse gas (GHG) emissions intensity for 45 manufacturing and resource sectors in Canada and the United States. Overall, we find that U.S. manufacturing and resource industries are about 1.15 times as energy- intensive and 1.3 times as GHG-intensive as Canadian industries, with significant sector-specific discrepancies in energy and GHG intensity. This trend is mainly due to a greater direct reliance on fossil fuels for many U.S. industries, in addition to a highly fossil-fuel based electricity mix in the U.S. To account for these differences, we develop a 76 sector binational EIO-LCA model that implicitly considers trade in goods between Canada and the U.S. Our findings show that accounting for trade can significantly alter the results of life-cycle assessment studies, particularly for many Canadian manufacturing sectors, and the production/consumption of goods in one country often exerts significant energy- and GHG-influences on the other. [ABSTRACT FROM AUTHOR]

Abstract: Increased use of ethanol as a vehicle fuel worldwide warrants the need to understand air quality impacts of replacing gasoline with ethanol. This study evaluates the impacts of dedicated E85 (85% ethanol/15% gasoline) light-duty vehicles on emissions, ozone and particulate matter (PM) concentrations in the United States for a future year (2022) using a 3-D photochemical model, detailed emissions inventories that account for changes in all sectors studied, and winter and summer meteorology that occurred in 2002. Use of E85 introduces new emissions from ethanol production and distribution, reduces petrochemical industry emissions due to lower gasoline consumption, changes on-road vehicle emissions and alters biogenic emissions due to land use changes. Three scenarios with increased ethanol production for dedicated E85 light-duty vehicles were compared to a base case without increased ethanol production. Increased use of E85 caused both increases and decreases in ozone and PM, driven mainly by changes in NO x emissions related to biogenic and upstream petrochemical industry sources. In all states modeled, adoption of dedicated E85 vehicles caused negligible change in average higher ozone and PM concentrations of importance for air quality management strategies. Ozone and PM changes are relatively insensitive to how land area is allocated for switchgrass production. The findings are subject to various uncertainties, especially those in vehicle technology and emissions from cellulosic ethanol production. [Copyright &y& Elsevier]