Papers by Dr Ashish Sharma
Energy 133, 2017
Assessment of the sustainability of alternative transport fuels is essential for directing the de... more Assessment of the sustainability of alternative transport fuels is essential for directing the development while reducing their impacts. The aim of this paper is to assess the environmental and economic life cycle impacts of alternative transport fuels and compare with conventional fuels. The sustainability assessment was performed for selected fuels, including diesel, gasoline, liquefied petroleum gas, biodiesel, ethanol, hydrogen, fuel cell and electricity, using SimaPro 8.05 life cycle assessment software and Recipe methodology. The study revealed the highest environmental impacts for ethanol flexi fuel technology, followed by biodiesel at close to 80% to the ethanol impacts, liquefied petroleum gas at 45%, gasoline at 30%, diesel at 25%, electricity at 15%, compressed natural gas at 5%, and the minimum for hydrogen technology with only 3% of environmental impacts comparing to ethanol. The total economic costs (including capital costs and operating costs) on per km basis are the highest for battery electric vehicles (electricity fuel) followed by ethanol based flexi fuel vehicles, biodiesel, diesel, gasoline, compressed natural gas, hydrogen (fuel cell) and the minimum for liquefied petroleum gas. The combined environmental and economic impacts revealed hydrogen fuel cell is the best performing fuel technology with only 3% of the impacts of ethanol.
Future Cities and Environment, 2015
India is known to emit large amounts of black carbon (BC) particles, and the existing estimates o... more India is known to emit large amounts of black carbon (BC) particles, and the existing estimates of the BC emission
from the transport sector in the country widely range from 72 ~ 456 Gg/year (for the 2000’s). First, we reduce the
uncertainty range by constraining the existing estimates by credible isotope analysis results. The revised estimate is
from 74 ~ 254 Gg/year. Second, we derive our own BC estimate of the transport section in order to gain a new
insight into the mitigation strategy and value. Our estimate shows that the transport section BC emission would be
reduced by about 69 % by adopting the US standards. The highest emission reduction comes from the vehicles in
the 5–10 year old age group. The minimum emission reduction would be achieved from the vehicles in the 15–20
year old age category since their population is comparatively small in comparison to other age categories. The 69 % of
74 ~ 254 Gg/year is 51 ~ 175 Gg/year, which is the estimated BC emission reduction by switching to the US on-road
emission standard. Assuming that global BC radiative forcing is 0.88 Wm−2 for 17.8 Tg/year of BC emission, we find that
the reduced BC emission translates into −0.0025 ~ −0.0087 W m−2 in global forcing. In addition, we find that 51 ~ 175
Gg of BC emission reduction amounts to 0.046 – 0.159 B carbon credits which are valued at 0.56 – 1.92 B US dollars
(using today’s carbon credit price). In a nutshell, India could potentially earn billions of dollars per year by switching
from the current on-road emission levels to the US levels.
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Papers by Dr Ashish Sharma
from the transport sector in the country widely range from 72 ~ 456 Gg/year (for the 2000’s). First, we reduce the
uncertainty range by constraining the existing estimates by credible isotope analysis results. The revised estimate is
from 74 ~ 254 Gg/year. Second, we derive our own BC estimate of the transport section in order to gain a new
insight into the mitigation strategy and value. Our estimate shows that the transport section BC emission would be
reduced by about 69 % by adopting the US standards. The highest emission reduction comes from the vehicles in
the 5–10 year old age group. The minimum emission reduction would be achieved from the vehicles in the 15–20
year old age category since their population is comparatively small in comparison to other age categories. The 69 % of
74 ~ 254 Gg/year is 51 ~ 175 Gg/year, which is the estimated BC emission reduction by switching to the US on-road
emission standard. Assuming that global BC radiative forcing is 0.88 Wm−2 for 17.8 Tg/year of BC emission, we find that
the reduced BC emission translates into −0.0025 ~ −0.0087 W m−2 in global forcing. In addition, we find that 51 ~ 175
Gg of BC emission reduction amounts to 0.046 – 0.159 B carbon credits which are valued at 0.56 – 1.92 B US dollars
(using today’s carbon credit price). In a nutshell, India could potentially earn billions of dollars per year by switching
from the current on-road emission levels to the US levels.
from the transport sector in the country widely range from 72 ~ 456 Gg/year (for the 2000’s). First, we reduce the
uncertainty range by constraining the existing estimates by credible isotope analysis results. The revised estimate is
from 74 ~ 254 Gg/year. Second, we derive our own BC estimate of the transport section in order to gain a new
insight into the mitigation strategy and value. Our estimate shows that the transport section BC emission would be
reduced by about 69 % by adopting the US standards. The highest emission reduction comes from the vehicles in
the 5–10 year old age group. The minimum emission reduction would be achieved from the vehicles in the 15–20
year old age category since their population is comparatively small in comparison to other age categories. The 69 % of
74 ~ 254 Gg/year is 51 ~ 175 Gg/year, which is the estimated BC emission reduction by switching to the US on-road
emission standard. Assuming that global BC radiative forcing is 0.88 Wm−2 for 17.8 Tg/year of BC emission, we find that
the reduced BC emission translates into −0.0025 ~ −0.0087 W m−2 in global forcing. In addition, we find that 51 ~ 175
Gg of BC emission reduction amounts to 0.046 – 0.159 B carbon credits which are valued at 0.56 – 1.92 B US dollars
(using today’s carbon credit price). In a nutshell, India could potentially earn billions of dollars per year by switching
from the current on-road emission levels to the US levels.