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Early comprehensive life cycle assessments (LCA's) that compared biofuels with fossil fuels already appeared in the beginning of the eighties. Since then the public, scientific and political interest in biofuels has continuously grown and the number of biofuels and assessed parameters has increased.At the same time, the methodology for this type of assessment has improved with certain aspects of the approach having come up by and by a process which still continues today. Several issues related to the land use currently stand in the centre of expert discussions. Keywords: Environmental assessment; Biofuels; Transport; Land use assessment; Fossil fuels Article Outline 1. Objective, scope and background 2. Procedure 3. Results: comparison of biofuels and fossil fuels 3.1. Biofuels from agriculture compared to fossil fuels and against each other 3.2. Biofuels from residues compared to fossil fuels and against each other 4. Results: land use aspects 5. Conclusions and outlook 5.1. Competing land use 5.2. Competing biomass usages

Considering the many LCAs for electric vehicles, sometimes reaching different conclusions in different contexts, some guidance on LCA in this field is welcome.

"The objective of this study is to:  compile the available recent literature on ILUC emissions;  compare these emissions with the assumed gains of biofuels;  assess how ILUC changes the carbon balance of using biofuels;  formulate policies to avoid these extra emissions associated with ILUC. Trends in land use, with and without biofuels All the studies on global agricultural markets reviewed predict that new arable land will be required to meet future global demand for food and feed. Although there will be increased productivity on current arable land (intensification), food and feed demand will probably grow faster, which means that mobilization of new land is likely to occur. Biofuels produced from crops (the current mainstream practice) will add extra demand for crops like wheat, rice, maize, rapeseed and palm oil. This will increase prices for these crops (as well as for land) and lead to two impacts: intensification of agricultural production and conversion of forests and grasslands to arable land. In this report we consider the issue of indirect land use change initiated by EU biofuels policy and seek to answer the following questions:  What is the probability of biofuels policies initiating land use changes?  What greenhouse gas emissions may result from indirect land use change, expressed as a factor in the mathematical relation given above?  What technical measures can be applied and what policy measures adopted to limit or entirely mitigate indirect land use change and the associated greenhouse gas emissions? We first (Chapter 2) broadly discuss the mechanism of indirect land use change. We next discuss why there is a perception among stakeholders that there is a serious risk that EU biofuels policy will initiate indirect land use change (Chapter 3) and consider the figures cited by other studies as an indication of the magnitude the associated greenhouse gas emissions  (Chapter 4). We then broadly consid

Now the Amercian Water Works Association Research Foundation (AWWARF) is to undertake a project to assess the potential impact underground carbon storage has on the quality of groundwater supplies.

Danish researchers now suggest that in order to assess the overall environmental impact of wind power, however, the finite lifespan of wind turbines and the need to replace and recycle them must be taken into account.

Normally these academics would be fine without our fascination. They weren't looking for glory when they decided to study organisms most people either can't see or wish they hadn't. But when the Deepwater Horizon exploded in April 2010, our collective bias toward cute big creatures started to matter a great deal. That's because the instant the spill-cam was switched off and it became clear that there would be no immediate mass die-offs among dolphins and pelicans, at least not on the scale of theExxon Valdez spill deaths, most of us were pretty much on to the next telegenic disaster. (Chilean miners down a hole-and they've got video diaries? Tell us more!)

IF YOU are locked eyeball to eyeball with an adversary as wily as Iran, it does not make much sense to do something that emboldens your opponent and sows defeatism among your friends. But that, it is now clear, is precisely what America's spies achieved when they said in December that, contrary to their own previous assessments, Iran stopped its secret nuclear-weapons programme in 2003.

Offshore is promising, but still early days.

Environ Sci Technol. 2003 Dec 1;37(23):5414-6. Global sustainability and key needs in future automotive design. McAuley JW. Basell USA Inc., 912 Appleton Road, Elkton, Maryland 21921, USA. john.mcauley@basell.com Abstract The number of light vehicle registrations is forecast to increase worldwide by a factor of 3-5 over the next 50 years. This will dramatically increase environmental impacts worldwide of automobiles and light trucks. If light vehicles are to be environmentally sustainable globally, the automotive industry must implement fundamental changes in future automotive design. Important factors in assessing automobile design needs include fuel economy and reduced emissions. Many design parameters can impact vehicle air emissions and energy consumption including alternative fuel or engine technologies, rolling resistance, aerodynamics, drive train design, friction, and vehicle weight. Of these, vehicle weight is key and will translate into reduced energy demand across all energy distribution elements. A new class of vehicles is needed that combines ultra-light design with a likely hybrid or fuel cell engine technology. This could increase efficiency by a factor of 3-5 and reduce air emissions as well. Advanced lightweight materials, such as plastics or composites, will need to overtake the present metal-based infrastructure. Incorporating design features to facilitate end-of-life recycling and recovery is also important. The trend will be towards fewer materials and parts in vehicle design, combined with ease of disassembly. Mono-material construction can create vehicle design with improved recyclability as well as reduced numbers of parts and weight.

"Understanding the carbon balance of a business is a vital first step towards thinking about management decisions that may have some mitigating effect on climate change by reducing GHG emissions. The calculator has been updated with the latest UK National Inventory Report (1990-2006) data published in April 2009. This may change the output from previously entered data. Working through the steps below will help you calculate your carbon balance and understand the results. Step 1 - Get your data together. You will need physical data for crops, stock and energy use. Step 2 - Log-in (on menu bar) to enter your farm details or if you have previously used the calculator select a farm profile that has already been created by clicking on it. Step 3 - Create a calculation for the farm selected. If you have already created calculations for the farm selected you may also modify, copy or use any of these, also by clicking on the description. Step 4 - Enter data in the input screen. For more guidance visit the Help page. Step 5 - When finished obtain your CALM report by clicking "Report" at the top of the screen and choosing the output format you require. Step 6 - Use the mitigation advisory notes, available from the reports section, to assess ways you can improve your carbon balance."

The Utility Solar Assessment Study produced by Clean Edge and Co-op America finds that solar energy is already reaching cost parity with conventional sources in some areas of the U.S. where electric rates are highest. By 2015, this will be achieved in many more areas, including Boston, San Diego, and New York. By 2025, cost parity will be achieved throughout the U.S.

A percentage of someting by sometime somewhere. With about 200 countries, 10 decades (20 if we include the mid decades) and at least 10 mainstream technologies, we can still produce 20,000 of these stories. At one per day, we'll be busy until 2070.

We can always create more money (not by printing though). And energy is abundant. So if climate change is what we're concern about, miles per kg CO2, or kg CO2 per mile should be the measure. Either can work. We have sports where either low or high scores are good, so it should not confuse too many.