Chromium is an essential engineering metal used in stainless and alloy steels, chemicals, and refractory products. Using material flow analysis, all major anthropogenic chromium flows are characterized for the year 2000, from mining through discard, on three spatial levels: fifty-four countries, nine world regions, and the planet. Included is the first detailed quantification of chromium in internationally traded finished products and diverse waste streams. Findings include (1) 78% of chromium flow entering final use is added as a net addition to stock on the global level; most countries are close to this figure; (2) the majority of mining occurs in Africa (2400 Gg Cr/yr) and the Commonwealth of Independent States (1090 Gg Cr/yr), while the major end-users are Asia, Europe, and North America at 1150, 1140, and 751 Gg Cr/yr, respectively; (3) waste flows of chromium are the greatest in Europe (420 Gg Cr/yr), Asia (370 Gg Cr/yr), and North America (290 Gg Cr/yr), but the composition of these waste flows varies greatly among the world regions; (4) releases of chromium by the global system, which total 2630 Gg Cr/yr, are nearly evenly divided among tailings, ferrochromium slag, downgraded scrap, and post-consumer losses; (5) many countries have a heavy foreign dependence on chromium in the all forms, as is demonstrated for the United States. The findings relating to in-use stock changes and finished product trade are relevant to industry, allowing for more accurate planning for future scrap availability. The quantification of releases due to discards and dissipation hold environmental and human health relevance, while the full life cycle international trade assessment addresses local scarcity.
The movement of retail goods is central to modern economies and is a significant-but understudied-fraction of our overall energy footprint. Thus, we propose a new category for energy analysis called Retail Goods Movement (RGM) that draws its boundaries around the portion of freight dedicated to retail goods and the portion of driving dedicated to shopping. Historically, the components of RGM have not enjoyed policy priority. However, the net payoff from energy research and policy directed at RGM may now be high enough relative to other options to deserve increased investment. We combine a quantitative decomposition of the dynamics of RGM energy use with a qualitative discussion of what trends could have contributed to them. The RGM sector's energy use grew from 1.3 EJ (2.8% U.S.) in 1969 to 7.0 EJ (6.6% U.S.) in 2009. The major drivers were increases in population, freight tonnage (before 1990), distance freighted per tonne and driven per shopping trip (after 1990), and weekly shopping trips per household (before 1995). RGM energy intensity increased per capita (180%), per constant dollar GDP (60%), and per retail expenditure (140%). Finally, we describe policy recommendations that could become the basis of a sound RGM resource plan.
Automobilesʼ negative impact on human health and welfare includes traffic-related deaths and injuries as well as the deaths and injuries caused by automobilesʼ contribution to climate change and other global environmental degradation. This paper explores solutions that both enhance vehicle performance and reduce environmental impacts, and focuses on demonstrating the ability of lightweight vehicles to provide such a solution. Some controversy exists around the question of whether lighter and more fuel-efficient vehicles can be as safe as traditional vehicles. Recent research reviewed in this paper indicates that several solutions exist that can both improve efficiency and thereby global safety, and maintain (or even improve) highway safety.
Car ownership in India is expected to skyrocket in the coming decades, strongly driven by rising incomes. This phenomenon provides unprecedented opportunities for automakers and equally unprecedented social and environmental challenges. Policymakers, urban planners and civil society see this car boom leading to an explosion in problems related to congestion, infrastructure, air pollution, safety, higher oil imports and climate change. For all these stakeholders to take effective action, good data on how people use their cars, their demand for mobility and their behavior in mobility is essential. Unfortunately, there is very little data on the Indian transport sector as a whole and virtually none on real-world vehicle performance and use. The rapid development of high quality mobile telecommunications infrastructure provides India with the opportunity to leapfrog the West in cheaply collecting vast amounts of useful data from transportation. In this paper, we describe a pilot project in which we use commercial smart phone apps to collect per second car driving data from the city of Pune, instantly upload it through 3G and prepare it for analysis using advanced noise filtering algorithms for less than $1 per day per car. We then use our data in an Autonomie simulation to show that India's currently planned fuel economy test procedures will result in over-estimates of fuel economy of approximately 35% for a typical Indian car when it is operated in real world conditions. Supporting better driving cycle development is just one of many applications for smart phone derived data in Indian transportation.
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