Outlook Right Strategy, Wrong Measurement
In June, the Obama administration released its Climate Action Plan to “re- spond to the threat of climate change, knowing that the failure to do so would betray our children and future generations.” One of the three pillars of the plan is to cut greenhouse gas emissions in America by implement- ing strict fuel economy regulations for motorized vehicles. While this is a sound objective, it’s
my opinion that the overall strategy to meet this objective is seriously flawed and may actually lead to increased emis- sions—but it can be fixed. Te Environmental Protection Agen-
cy’s new automobile regulations only consider “tailpipe emissions,” which are emissions that occur when the vehicle is being driven. But, as vehicles become lighter and engine technologies advance, tailpipe emissions become a much smaller part of total vehicle emissions, which include emissions generated in the manufacture as well as the recycling of the vehicle. Tis is especially impor- tant because many of the materials used for vehicle lightweighting (and in alter- native drivetrains) produce such high emissions when they are manufactured that they are not offset by emissions savings during the driving phase. For example, recent studies by the Univer- sity of California-Davis and University of California-Santa Barbara determined that emissions from materials and ve- hicle manufacturing can be as much as half of a vehicle’s total emissions. Clearly, the only way to ensure a net
reduction in emissions is to consider total, or life cycle, vehicle emissions. Tis includes a more critical evaluation
of a vehicle’s entire use—including the manufacturing phase, the use phase and the end-of-life (recycling) phase—and its various inputs. A new report by PE
Te path to life cycle-based vehicle
regulations is not difficult, although there is a certain “fear-factor” that life- cycle methods are “too complex.” But anyone who has read the details of the new vehicle regulations will understand not only that a certain level of complex- ity is already in place, but the shiſt to a life-cycle assessment approach will work within the same regulatory framework that’s in use today. Data on the emissions to produce a ki-
logram of the major automotive materials, such as steel, magnesium, rubber, glass and aluminum are well-known and veri- fied. And we also know the amount of each material in every production vehicle. In fact, many automakers today already consider materials manufacturing emis- sions in their materials selection process. Such data is readily available and is as material-specific as strength and density. Te steel industry is working closely
International, “Life Cycle CO2 e Assess-
ment of Low Carbon Cars 2020–2030” explains “that the current use of tailpipe CO2
emissions as an established com- parator for different vehicles will most
The Obama administration’s Climate Action Plan is flawed, but can be fixed by taking life-cycle ve- hicle emissions into account.
certainly become less effective and almost irrelevant in terms of focus- ing on the true carbon profiles/carbon reduction potential for future vehicles.” Te report also asserts that a “life-cycle approach should also be considered as vehicle production impacts become more significant.”
with expert academics and regulators on this issue. Our ultimate goal is to for- mulate life cycle-based regulations and a plan for implementing such regulations in order to ensure the objective of new automobile regulations—a decrease in emissions to our environment—is met. We have the knowledge and ability to
ensure a better future for the next gen- erations of Americans if we just measure the right things. Join us in helping to make it happen.
As president of the Steel Marketing Development Institute (SMDI), Lawrence Kavanagh is responsible for direction setting and business planning for SMDI. SMDI is a subsidiary of the American Iron and Steel Institute (AISI).
Motorized Vehicle Manufacturing 33
Lawrence Kavanagh President
Steel Market Development Institute Washington, DC
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