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Energy
EnergyProcedia
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Applied Energy Symposium and Forum, Renewable Energy Integration with Mini/Microgrids,
Applied Energy Symposium and Forum,
REM 2017, 18–20 Renewable Energy
October 2017, Integration
Tianjin, China with Mini/Microgrids,
REM 2017, 18–20 October 2017, Tianjin, China
Comparative life cycle assessment of lithium-ion battery electric bus
Comparative
Thelife
15thcycle assessment
International Symposium ofonlithium-ion
District Heatingbattery electric bus
and Cooling
and Diesel bus from well to wheel
and Diesel bus from well to wheel
Assessing the feasibility of using the heat demand-outdoor
Kyeonghun Jwaaa, Ocktaeck Limb,b, *
temperature function for a long-term
Kyeonghun Jwa , Ocktaeck district
Lim *heat demand forecast
Grad. School of Mechanical Engineering, University of Ulsan, 44610, South Korea.
a

a b
School
Grad. of Mechanical
School Engineering,
of Mechanical University
Engineering, of Ulsan,
University 44610,
of Ulsan, South
44610, Korea.
South Korea.
a,b,c
I. Andrić b
*, A. Pina , P. Ferrão , J. Fournier ., B. Lacarrière , O. Le Correc
a a b
School of Mechanical Engineering, University of Ulsan, 44610, South Korea.
c

a
IN+ Center for Innovation, Technology and Policy Research - Instituto Superior Técnico, Av. Rovisco Pais 1, 1049-001 Lisbon, Portugal
Abstract b
Veolia Recherche & Innovation, 291 Avenue Dreyfous Daniel, 78520 Limay, France
c
Abstract Département Systèmes Énergétiques et Environnement - IMT Atlantique, 4 rue Alfred Kastler, 44300 Nantes, France
A comparative life cycle assessment of lithium-ion battery electric bus and Diesel bus were investigated using GREET 2016 to
A comparative
investigate life cycleofassessment
the impacts alternative of lithium-ion
vehicles on thebattery electric bus
environment. Usingandthe
Diesel
Greetbus wereIt investigated
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configured withInProterra
this paper, Energy
Catalyst XR.consumption
Recently, The and emissions
Diesel of EV Bus
bus operates were analyzed.
for transit The
bus in Korea.
lithium-ion battery of EV
So EV bus compared withBus is configured
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evaluation. EV Recently, Theproblem
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evaluation.literature
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The results
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building of sector.
EV bus These systems
is better thanrequire
Diesel high
Bus. investments which are returned through the heat
sales. Due
Copyright to theElsevier
© 2018 changed Ltd.climate
All rightsconditions
reserved.and building renovation policies, heat demand in the future could decrease,
Copyright
prolonging
Copyright © 2018
the
© 2018 The Authors.
investment return
Elsevier Ltd. Published
period. by
Allresponsibility Elsevier
rights reserved. Ltd.
Selection and peer-review under of the scientific committee of the Applied Energy Symposium and Forum,
Selection
The main and
scopepeer-review
of this under
paper is responsibility
to assess the of the scientific
feasibility of usingcommittee
heat of the Applied Energy Symposium and Forum,
Selection
Renewableand
Renewable Energy
Energy
peer-review
Integration
Integration
under
withresponsibility
with Mini/Microgrids,
Mini/Microgrids,
of theREM
REM 2017.thecommittee
scientific
2017
demand – outdoor
of the Applied temperature function
Energy Symposium forand
heatForum,
demand
forecast. The
Renewable Energy district of Alvalade,
Integration located in Lisbon
with Mini/Microgrids, REM (Portugal),
2017. was used as a case study. The district is consisted of 665
buildingsLife
Keywords: thatcycle
varyassessment;
in both construction
Electric Bus; DieselperiodBus;
andGreenhouse
typology. effect;
Three weather scenarios (low, medium, high) and three district
Keywords: Life cycle assessment; Electric Bus; Diesel Bus; Greenhouse effect; To estimate the error, obtained heat demand values were
renovation scenarios were developed (shallow, intermediate, deep).
compared with results from a dynamic heat demand model, previously developed and validated by the authors.
1.The results showed that when only weather change is considered, the margin of error could be acceptable for some applications
Introduction
1.(the error in annual demand was lower than 20% for all weather scenarios considered). However, after introducing renovation
Introduction
scenarios, the error value increased up to 59.5% (depending on the weather and renovation scenarios combination considered).
According to the Intergovernmental Panel on Climate Change (IPCC) report released by the end of 2007.
The value of slope coefficient increased on average within the range of 3.8% up to 8% per decade, that corresponds to the
Accordinggastoemissions
Greenhouse the Intergovernmental
increased by of
70%Panel
betweenon Climate
1970 Change (IPCC) report released by theanend of 2007.
decrease in the number of heating hours 22-139h during theand 2004,season
heating and global warming
(depending is becoming
on the combination international
of weather and
Greenhouse
problem. gas
renovationToscenariosemissions
solve this increased
problem,On
considered). by 70%
alternative between
the other fuels
hand, are 1970 and 2004,
beingintercept
function developed and global warming
in thefortransportation
increased is becoming
7.8-12.7% persector,decadesuchan international
as Electric,
(depending on the
problem.
biofuels, To solve
etc.
coupled scenarios). this
The problem,
Currently, CNG and
values alternative
diesel could
suggested buses fuels are
areused
be beingbeing
to developed
operated
modify in theparameters
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Korea. transportation
Since for thesector,
the introduction ofsuch
scenarios the as Electric,
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considered, bus
and
biofuels, etc.accuracy
improve the Currently, CNG
of heat and diesel
demand buses are being operated in Korea. Since the introduction of the electric bus
estimations.

© 2017 The Authors. Published by Elsevier Ltd.

Peer-review under responsibility of the Scientific Committee of The 15th International Symposium on District Heating and
* Corresponding author. Tel.: +82-52-259-1578; fax: +82-52-259-1680.
Cooling.
* E-mail address:author.
Corresponding otlim@ulsan.ac.kr
Tel.: +82-52-259-1578; fax: +82-52-259-1680.
E-mail address: otlim@ulsan.ac.kr
Keywords: Heat demand; Forecast; Climate change
1876-6102 Copyright © 2018 Elsevier Ltd. All rights reserved.
Selection and
1876-6102 peer-review
Copyright under
© 2018 responsibility
Elsevier Ltd. All of the scientific
rights reserved. committee of the Applied Energy Symposium and Forum, Renewable Energy
Integration with
Selection and Mini/Microgrids,
peer-review REM 2017. of the scientific committee of the Applied Energy Symposium and Forum, Renewable Energy
under responsibility
Integration with Mini/Microgrids, REM 2017.
1876-6102 © 2017 The Authors. Published by Elsevier Ltd.
Peer-review under responsibility of the Scientific Committee of The 15th International Symposium on District Heating and Cooling.
1876-6102 Copyright © 2018 The Authors. Published by Elsevier Ltd.
Selection and peer-review under responsibility of the scientific committee of the Applied Energy Symposium and Forum, Renewable Energy
Integration with Mini/Microgrids, REM 2017
10.1016/j.egypro.2018.04.039
224 Kyeonghun Jwa et al. / Energy Procedia 145 (2018) 223–227
2 Author name / Energy Procedia 00 (2018) 000–000

in 2010 by the city of Seoul, electric buses have been expanded, including the introduction of hybrid buses in Gwangju
in 2015 and the introduction of 23 electric buses in Jeju in 2016. Electric vehicle does not emit exhaust gases, but
emissions emerge during generating electricity. Therefore, to evaluate the environmental performance of electric
vehicles and existing internal combustion engines, it is necessary to analyze life cycle assessment (LCA) from raw
material extraction to production, use and disposal. In this study, Effect of greenhouse gas reduction in battery electric
buses was compared with diesel buses using Greet 2016.

2. Methods

For the life cycle assessment, Fig.1 shows the life cycle of fuels. Here, the process of producing fuel from the origin
and supplying it to the automobile is referred to as "Well to pump (WTP)" and the process of vehicle operation is
divided into "pump to wheel (PTW)".
The greet is an excel based program. The total amount was calculated by adding the result of each process modified
to Korea data.

Fig. 1. Life cycle of fuels

According to the Korea National Oil Corporation, the import of crude oil depends on overseas. Over the past five
years (2011-2016), 85% of total crude oil imports are from the Middle East (Saudi Arabia, Kuwait, Iraq, Qatar, etc.).
Crude oil produced in these countries is transported to Korea by oil tankers. Crude oil is transported by sea buoys to
the crude oil tank on the ground through the subsea pipeline.
Domestic data on crude oil import, preparation and distribution for the diesel life cycle analysis were provided by
the Korea Petroleum Association. Data related to the Upstream, production and transmission of electricity charged by
reference to the data provided by the Korea Electric Power Corporation. We used Greet 2016 developed by ANL for
WTW calculation. In this study, the greenhouse gas emissions for the environmental assessment were expressed using
the global warming potential (GWPs) set by IPCC 2006.

3. LCA for diesel

3.1. Crude oil recovery

The crude oil production shown in Fig. 1 includes the processes from extraction, production, processing and storage
before importing to Korea. The energy input and GHG emissions are based on Greet 2016 data.

3.1.1. Recovery energy

The recovery energy of US can be calculated by the Greet 2016. the average scaling factor was used to calculate
the recovery energy for the Korean oil import situation. [2,4]. According to Greet 2016, energy of 4,386kJ / GJ of
crude oil production and 11,525kJ / GJ of energy to California refinery are used and total energy of 15911kJ / GJ is
used. The average scaling factor in Korea is 0.98, which is multiplied by the average recovery energy of 15593 kJ /
GJ.
 Kyeonghun Jwa et al. / Energy Procedia 145 (2018) 223–227 225
Author name / Energy Procedia 00 (2018) 000–000 3

3.1.2. Recovery energy

To calculate the amount of GHG produced in the recovery process until imported into Korea, multiply by the
average scaling factor of the data provided by Greet 2016 as in 3.1.1.

3.2. Crude oil import

All crude oil transport to Korea is done by oil tankers. The distance to the oil importer is very important for
assessing GHG emissions. Based on the KNOC data, the average distance from the oil importing country to the Korean
refinery is about 12,315 km by voyage-distance calculator. Here you can refer to the specifications of tankers provided
by Greet 2016 to calculate the amount of GHG generated during transport.

3.3. Petroleum refining energy & GHG emissions

Based on the NETL 2008 data and KNOC's National Greenhouse Gas Emissions Comprehensive Information
System data, the values for the oil refining process were used to calculate the energy and greenhouse gas emissions.
NETl energy use fraction/product volume fraction is 1.0754 for gasoline and 0.9537 for diesel. [2]. In case of South
Korea, product volume fraction is 0.1408 for gasoline and 0.2985 for diesel. The Korean energy use fraction is 0.1515
for gasoline and 0.2847 for diesel. [4].

3.4. Petroleum distribution

The process of distributing the diesel produced in refineries to various parts of the country is first thought of as
transportation from the refinery to the storage tanks of major cities, which are then transported back to the surrounding
gas stations. Diesel is 277 km on average based on data provided by KNOC, 47% for pipes, 32% for tankers, 20% for
barges and 1% for trains.

3.5. Vehicle operation

The PTW analysis according to the operating conditions of the diesel bus was calculated based on the Transit Bus
value of heavy duty vehicle in Greet 2016, the average fuel consumption is 4.88km / L and the greenhouse gas
emission is 16726gCO2eq / km

4. LCA for electric

4.1. Upstream

The energy consumption and GHG emissions required in the upstream process were first calculated using the
conversion factor and carbon emission factor provided by the IPCC, using the electricity generated by Korea Electric
Power Corporation in 2016 provided by Korea Electric Power Corporation(KEPCO).

4.2. Electricity generation & Transmission & Distribution & Battery-Charging

KEPCO uses the electric power generation data to obtain Korea's electric power generation mix. Energy and
greenhouse gas emissions from power generation were calculated by weighted averages of the Korean power
generation mix from US electricity generation data provided by Greet 2016.
226 Kyeonghun Jwa et al. / Energy Procedia 145 (2018) 223–227
4 Author name / Energy Procedia 00 (2018) 000–000

Fig. 2. Power generation mix in South Korea

4.3. Vehicle operation

In the case of electric buses, GHG emissions were not released during operation. For the Proterra Catalyst XR
model, 0.8 kWh / ml was used to calculate GHG emissions during WTP.

5. Results

Greenhouse gas emissions and energy use in the process of diesel except for vehicle operation are shown in Fig.3.
In the case of the electricity life cycle analysis, the WTW results are shown in Fig. Using the PTW results for the fuel
economy of the diesel bus, Fig. 5. The evaluation of life cycle of diesel bus and electric bus was shown.

Fig. 3. Well to Pump of Diesel

Fig. 4. Well to wheel GHG emission of Electric

 Kyeonghun Jwa et al. / Energy Procedia 145 (2018) 223–227 227
Author name / Energy Procedia 00 (2018) 000–000 5

Fig. 5. Well to wheel comparison of Diesel & Electric

6. Conclusions

Large bus fuel economy and GHG emissions were calculated using the value of Greet 2016 Heavy Duty Vehicle -
Transit Bus. The values of WTP GHG emissions are 211gCO2 eq / km, 227.4gCO2 eq / km. respectively in the order
of electricity, diesel. The values of PTW are 0gCO2 eq / km, 1626gCO2 eq / km. In the case of electric vehicles, since
the GHG emissions are 0 g in the Vehicle Operation process, the reduction rate of GHG emissions is lower than that
of other diesel generators in the WTP process, However, since the fuel economy of large buses varies greatly
depending on the conditions of operation, it is necessary to calculate the fuel efficiency value in accordance with
actual operating conditions for more accurate environmental evaluation.

Acknowledgements

This research was supported by The Leading Human Resource Training Program of Regional Neo industry through the National
Research Foundation of Korea (NRF) funded by The Ministry of Science, ICT and Future Planning (2016H1D5A1908826). This
research was financially supported by the " Development and Promotion of Electric Bus in Thailand " through the Ministry of
Trade Industry & Energy (MOTIE) and Korea Institute of Energy Technology Evaluation and Planning all rights reserved
(KETEP)..

References

[1] John B.L Heywood. Internal combustion engine fundamentals.

[2] ANL GREET1 (greenhouse gases, regulated emissions, and energy use in transporation) trasnporation fuel cycle analysis model Version 2016
rev1. Argonne National Laboratory. http://greet.es.anl.gov Accessed Jan 2017
[3] Ye Ma, Ruo-Yu Ke, Rong Han, Bao-Jun Tang, The analysis of the battery electric vehicle’s potentiality of environmental effect: A case study
of Beijing from 2016 to 2020, Journal of Cleaner Production; 2016, doi:10.1016/j.jclepro.2016.12.131
[4] Choi W, Song H, Well to wheel analysis on greenhouse gas emission and energy use with natural gas in Korea. Int J Life Cycle Assess 19;
2014, p.850-860
[5] KEMCO, Korea Energy Management Corporation oil product energy. http://www.petronet.co.kr/main2.j Accessed Jan 2017
[6] KEPCO, Statics of Electric Power in Korea.
[7] NETL, Development of baseline data and anlysis of life cycle greenhouse gas emissions of petroleum-based fuels. U.S.Department of Energy.
https://www.netl.doe.gov/File%20Library/Research/Energy%20Analysis/Life%20Cycle%20Analysis/NETL-LCA-Petroleum-based-Fuels-
Nov-2008. Accessed Jan 2017

Biography
Ocktaeck Lim received his B.S. and M.S degrees in Mechanical Engineering
from Chonnam National University, Korea, in 1998 and 2002, respectively. He
received his Ph.D. degree from Keio University in 2006. Dr. Lim is currently a
Professor at the School of Automotive and Mechanical Engineering at Ulsan
University in Ulsan, Korea. Dr. Lim’s research interests include Internal Combustion
Engines, Alternative Fuel and Thermodynamics.