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• Below 200 g CO 2 eq./kWh, chargeable bus emissions lower than HVO-biodiesel hybrids. • Above 750 g CO 2 eq./kWh, diesel hybrids preferable to plug-in/all-electric buses. • Excluding operation, chassis, frame and body dominate load in all buses. • All-electric buses best for reducing local air pollution and regional impact. This study explores life cycle environmental impacts of city buses, depending on the: (1) degree of electrification; (2) electricity supply mix, for chargeable options; and (3) choice of diesel or hydrogenated vegetable oil (HVO), a biodiesel, for options with combustion engine. It is a case study, which uses industry data to investigate the impact on climate change, a key driver for electrification, and a wider set of impacts, for average operation in Sweden, the European Union and the United States of America. The results show that non-chargeable hybrid electric vehicles provide clear climate change mitigation potential compared to conventional buses, regardless of the available fuel being diesel or HVO. When fueling with HVO, plug-in hybrid and all-electric buses provide further benefits for grid intensities below 200 g CO 2 eq./kWh. For diesel, the all-electric option is preferable up to 750 g CO 2 eq./kWh. This is the case despite batteries and other electric powertrain parts causing an increase of CO 2 emissions from vehicle production. However, material processing to make common parts, i.e. chassis, frame and body, dominates the production load for all models. Consequently, city buses differ from passenger cars, where the battery packs play a larger role. In regard to other airborne pollutants, the all-electric bus has the best potential to reduce impacts overall, but the results depend on the amount of fossil fuels and combustion processes in the electricity production. For toxic emissions and resource use, the extraction of metals and fossil fuels calls for attention. [ABSTRACT FROM AUTHOR]

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Control of CO2 emissions is a major environmental issue in most countries. The Swedish car market shows remarkably low new Diesel passenger car registrations compared to the average European Union car market. Therefore, a simple way to decrease CO2 emissions from the transport sector in Sweden would be the replacement of gasoline by Diesel passenger cars, which emit less CO2. The combined effects of probable changes in Diesel and gasoline future fuel consumption, new passenger car sales and market segmentation have been evaluated for different Diesel passenger cars penetrations. The results show a benefit in CO2 emissions of about 2.8% with 30% Diesel penetration; if Diesel penetration reaches 50%, the benefit attains 7.5%. Future rises of CO2 emissions caused by higher new passenger car registrations or unfavourable market segmentation could be at least partially counterbalanced by the introduction of more Diesel passenger cars. Copyright © 2006 John Wiley & Sons, Ltd. [ABSTRACT FROM AUTHOR]

Abstract: The main challenges of setting up a 400 kt y−1 biomass fueled dimethylether plant in the city of Växjö consist not only of evaluating social and economic impact but also exploring ways to initiate and develop the market for DME. One way of initiating and developing the market for DME is by mixing DME with LPG. In the longer perspective, DME can be a substitute to diesel which, however, requires a consistent orchestrated strategy. For the raw material situation it is indicated that the main bulk of logging residues and stumps can be obtained near the city and to a lesser extent from adjacent regions supplemented with marginal imports. The employment effects are considerable; a positive net effect of 550–750 full-time jobs is expected. The geographical localization of jobs will to a large extent be in or near Växjö (for operation of the plant), and nearby regions (for collection of raw material and transports). [Copyright &y& Elsevier]