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Product Design and Life Cycle Assessment
TUTORIAL
Krzysztof Ciesielski Ireneusz Zbicinski
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A Comparative LCA Analysis of a
Passenger Car
and a Municipal Bus
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SIMA PRO
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LCA SOFTWARE
Boustead Consulting Database and Software ECO-it
Eco-Indicator Tool for environmentally friendly
design - PRé Consultants EDIP - Environmental
design of industrial products - Danish EPA EIOLCA
- Economic Input-Output LCA at Carnegie Mellon
University GaBi - Product Family (Ganzheitlichen
Bilanzierung - holistic balancing) - Five Winds
International/University of Stuttgart (IKP)/PE
Product Engineering GaBi Lite GaBi 4.2 GaBi
DfX IDEMAT - Delft University Clean Technology
Institute Interduct Environmental Product
Development KCL-ECO 3.0 - KCL LCA software LCAiT
- CIT EkoLogik (Chalmers Industriteknik) SimaPro
for Windows - PRé Consultants TEAM(TM) (Tools
for Environmental Analysis and Management) -
Ecobalance, Inc. Umberto - An advanced software
tool for Life Cycle Assessment - Institut für
Umweltinformatik
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http//www.pre.nl/
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http//www.pre.nl/download/
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CD\SP-5Demo\Disk1\Setup.exe
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Copy folder Database
C\Program Files\SimaPro 5\
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• Open the database folder on your computer and
  select all files
• Click once with the right button and select
  properties item
• Untick read only checkbox
• Close the database folder

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?
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life span
mileage
passengers
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8 x 106/(0.052 x 106)

154 cars
1 bus
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9.3x
Lacking exact data concerning the bus, the amount
of materials used in the production of a
municipal bus was estimated by comparison with
the car. The material use in the production of
the bus was assumed to be proportional to the use
in the car. As the weight of the car was 1,071
kg, and that of the bus, i.e. 10,000 kg the
proportion is 10,000/1,071 9.3.
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8x
The amount of electric energy use in the
production was estimated to be 8 times higher for
the bus as compared to the car
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Material intensity during production
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Material intensity during production
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Material intensity for use
The analysis of material intensity of the use
phase of the vehicles themselves requires
information on Fuel consumption Tires
used Materials for maintenance (repair and
service) Water for washing
The analysis of material intensity of the
transport infrastructure requires information
on Materials for building and maintaining the
roads Materials for peripheral infrastructure
(street lights and parking lots)
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Material intensity for use
fuel consumption is 34.3 l per 100 km at a
density of 0.830 kg/l we obtain the value of 28.5
kg fuel used per 100 km. A bus drives 80,000 km
per year, using 22,775 kg fuel annually in a
12-year life cycle this value reaches 273,302 kg.
Oil consumption constitutes 1 in relation to
the fuel consumption, hence per 100 km it is
0.343 l (oil density 0.900 kg/l) and 0.309 kg,
respectively. The annual oil consumption is 246.4
kg per 80,000 km, and in the whole life cycle it
is 2,957 kg.
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Material intensity for use
In Poland, municipal buses are washed every day,
except in winter, when the ambient temperature is
below -3C. Then they are washed every third day.
This adds up to a total of 280 days a year on
average. During 12 years the bus is therefore
washed 3360 times.
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Material intensity for use
As for the energy used for vehicle heating, the
bus was heated for 198 hours (50 h in November,
77 h in December, 22 h in January and 49 h in
February (data for the year 1998/99). The fuel
consumption standard for heating is 3.5 l/h. The
total amount of fuel used for heating is thus 693
l or 575 kg. For the whole life cycle this
amounts to 6,902 kg.
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Material intensity for use
The amount of spare parts used during a major
repair of the bus is 1,603 kg. Such a repair is
made four times a year, so annually this makes
6,415 kg, and during the whole life cycle 76,979
kg. Tires in a bus are changed every third year
(6 tires, each weighing 58 kg). During the whole
life cycle it makes 1,392 kg.
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Material intensity for use
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Waste ManagementDuring the Use Phase
The transport intensity of the waste produced
during the use of the car or bus, the unit tkm,
defined as t tons transported km kilometres is
used
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Waste ManagementDuring the Use Phase
Copper, brass, aluminium, lead and steel scrap
coming from repairs and disassembly of road
devices and equipment as well as the bus amounts
to 1,328 kg.
The material is sold to companies located at a
distance of 30 km. The transport of scrap metal
this distance thus adds up to 39.8 tkm annually
478 tkm during the whole life cycle of the bus.
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Waste ManagementDuring the Use Phase
The 60 kg car batteries of the bus are changed
every 3 years. The batteries are then disposed of
at the Mining and Steel Works Orzel Bialy in
Bytom at a distance of about 190 km. Since 4 sets
of batteries are used during the life cycle of
the bus this adds up to annually 60x190/42.9
tkm, and for the whole life cycle 34.8 tkm.
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Waste ManagementDuring the Use Phase
On the whole, every year waste is transported at
a distance of 422 km, so it is easy to calculate
the quantity of fuel used in the entire life
cycle as 1443 kg.
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Waste ManagementDuring the Use Phase
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The following assumptions were introduced into
the analysis

• Steel for spare parts was used as maintenance.
• Road and peripheral infrastructure was
  modelled by taking the appropriate data straight
  from the SimaPro database.
• Due to the lack of data, washing of the vehicles
  has been omitted.
• Waste management has been described by a
  disposal scenario in which all the metals are
  recycled, plastics are land filled and tyres
  incinerated.

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The following assumptions were introduced into
the analysis

• Plastics (in MIPS) was assumed to be PVC (in
  Eco-indicator)
• Operating liquids and oil were assumed to
  be diesel oil
• Mechanical energy i.e. diesel engine under
  continuous changing load was used as
  non-electric energy
• 10 g of platinum was assumed as an equivalent of
  one catalytic converter.
• Unleaded petrol was used as fuel (MIPS) (fuel
  for heating was added for the bus).

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Eco-indicator 99

• The Eco-indicator 99 gives the environmental
  impact as data for 11 parameters to reflect
  resource use, human health and ecosystems quality
  

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Eco-indicator 95

• In the Eco-indicator 95 method, contrary to the
  Eco-indicator 99 approach, there is no impact
  category for depletion of natural resources only
  deterioration of ecosystem quality and human
  health are taken into consideration.

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Eco-points
The Eco-points method has been one of the first,
which enabled the aggregation of the LCA results
into a single score. The Eco-points method,
however, does not include a classification stage
(this is the main methodological difference in
relation to the Eco-indicator technique). As a
result a set of inflows and outflows containing
specific substances is examined separately
instead of using impact categories. The
disadvantage of this approach is the big number
of compounds which have to be taken into account
and, as a result, difficulties in the
interpretation of the results.
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EDIP and EPS Methods
Similarly to Eco-indicator 95 the EDIP/UMIP
(Environmental Development of Industrial
Products, in Danish UMIP) method does not reflect
resource depletion in a single score. Is should
be stressed that in EDIP the impact category
resources is used in the characterisation
phase, but neglected in the normalization and
weighting phases. Another difference between the
EDIP and Eco-indicator 95 methods is the
application of different impact categories and
different coefficients in normalization and
weighting phases.
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EDIP/UMIP 96
EDIP/UMIP 96 method is a supplement to the basic
version of EDIP method. EDIP 96 assesses natural
resource consumption only. This technique allows
a detailed analyses of resources depletion.
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EPS 2000
The Environmental Priority Strategy, EPS, system
expresses the damage to the environment in
financial terms. Weighting factors reflect future
costs, direct losses, or willingness to pay. This
method does not use a normalisation step.