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1.
Environmental Life Cycle Costing and Sustainability: Insights from Pollution Abatement and Resource Recovery in Wastewater Treatment 下载免费PDF全文
The relationship between environmental life cycle costing (ELCC) and sustainability was explored using two detailed wastewater case studies. The case studies were selected to increase the tension between existing market values and values for sustainability; the first case study considered incremental change to an existing plant and the second considered a paradigm shift in wastewater treatment. Pollution control provided the greatest cost savings for the first case study and provided a “win‐win” result—meeting existing standards and saving money. However, benefits for pollution control beyond current standards were not captured, which emphasized the role of standards to internalize as well as limit the values considered in ELCC. In the second case study, the value of water had the potential to change the focus of wastewater design from pollution abatement to resource recovery. However, social acceptance of recovered water and market access for resources created large risk for investment. The ELCC was also sensitive to the discount rate which limited longer‐term considerations. Other sustainability values such as scarcity and ecological thresholds were not captured. The ELCC code of practice suggests including such costs if likely in the foreseeable future; defining these values may also clarify the role of ELCC to evaluate sustainability over the life cycle. 相似文献
2.
Georgios Pallas Martina G. Vijver Willie J. G. M. Peijnenburg Jeroen Guine 《Journal of Industrial Ecology》2020,24(1):193-204
Nanomaterials are expected to play an important role in the development of sustainable products. The use of nanomaterials in solar cells has the potential to increase their conversion efficiency. In this study, we performed a life cycle assessment (LCA) for an emerging nanowire‐based solar technology. Two lab‐scale manufacturing routes for the production of nanowire‐based solar cells have been compared—the direct growth of GaInP nanowires on silicon substrate and the growth of InP nanowires on native substrate, peel off, and transfer to silicon substrate. The analysis revealed critical raw materials and processes of the current lab‐scale manufacturing routes such as the use of trifluoromethane (CHF3), gold, and an InP wafer and a stamp, which are used and discarded. The environmental performance of the two production routes under different scenarios has been assessed. The scenarios include the use of an alternative process to reduce the gold requirements—electroplating instead of metallization, recovery of gold, and reuse of the InP wafer and the stamp. A number of suggestions, based on the LCA results—including minimization of the use of gold and further exploration for upscaling of the electroplating process, the increase in the lifetimes of the wafer and the stamp, and the use of fluorine‐free etching materials—have been communicated to the researchers in order to improve the environmental performance of the technology. Finally, the usefulness and limitations of lab‐scale LCA as a tool to guide the sustainable development of emerging technologies are discussed. 相似文献
3.
Alexander Barke Walter Cistjakov Dominik Steckermeier Christian Thies Jan-Linus Popien Peter Michalowski Sofia Pinheiro Melo Felipe Cerdas Christoph Herrmann Ulrike Krewer Arno Kwade Thomas S. Spengler 《Journal of Industrial Ecology》2023,27(3):795-810
The use of novel battery technologies in short-haul electric aircraft can support the aviation sector in achieving its goals for a sustainable development. However, the production of the batteries is often associated with adverse environmental and socio-economic impacts, potentially leading to burden shifting. Therefore, this paper investigates alternative technologies for lithium–sulfur all-solid-state batteries (LiS-ASSBs) in terms of their contribution to the sustainable development goals (SDGs). We propose a new approach that builds on life cycle sustainability assessment and links the relevant impact categories to the related SDGs. The approach is applied to analyze four LiS-ASSB configurations with different solid electrolytes, designed for maximum specific energy using an electrochemical model. They are compared to a lithium–sulfur battery with a liquid electrolyte as a benchmark. The results of our cradle-to-gate analysis reveal that the new LiS-ASSB technologies generally have a positive contribution to SDG achievement. However, the battery configuration with the best technical characteristics is not the most promising in terms of SDG achievement. Especially variations from the technically optimal cathode thickness can improve the SDG contribution. A sensitivity analysis shows that the results are rather robust against the weighting factors within the SDG quantification method. 相似文献
4.
Alena J. Raymond James R. Tipton Alissa Kendall Jason T. DeJong 《Journal of Industrial Ecology》2020,24(3):485-499
Life cycle assessment (LCA) has only had limited application in the geotechnical engineering discipline, though it has been widely applied to civil engineering systems such as pavements and roadways. A review of previous geotechnical LCAs showed that most studies have tracked a small set of impact categories, such as energy and global warming potential. Accordingly, currently reported environmental indicators may not effectively or fully capture important environmental impacts and tradeoffs associated with geotechnical systems, including those associated with land and soil resources. This research reviewed previous studies, methods, and models for assessment of land use and soil‐related impacts to understand their applicability to geotechnical LCA. The results of this review show that critical gaps remain in current knowledge and practice. In particular, further development or refinement of environmental indicators, impact categories, and cause–effect pathways is needed as they pertain to geotechnical applications—specifically those related to soil quality, soil functions, and the ecosystem services soils provide. In addition, many existing methods emerge from research on land use and land use change related to other disciplines (e.g., agriculture). For applicability to geotechnical projects, the resolution of many of these methods and resulting indicators need to be downscaled from the landscape/macro scale to the project scale. In the near term, practitioners of geotechnical LCA should begin tracking changes to soil properties and report impacts to land and soil resources qualitatively. 相似文献
5.
6.
Alexandre Milovanoff I. Daniel Posen Heather L. MacLean 《Journal of Industrial Ecology》2021,25(1):67-78
Aluminum is one of the most used metals of modern civilization, but its production is responsible for multiple adverse environmental impacts mostly due to aluminum smelting and alumina refining. Previous life cycle assessments (LCAs) have aggregated alumina refining into a single global process even though refining processes are highly spatially differentiated and alumina is highly traded. Our work improves on existing LCAs of primary aluminum by including temporal and spatial differentiation in alumina refining and aluminum smelting and trade of alumina and primary aluminum ingots. We build country‐level impact factors for primary aluminum ingot production and consumption, with the spatial distributions of environmental impacts, from 2000 to 2017, by combining a trade‐linked multilevel material flow analysis with LCA using six midpoint categories of the ReCiPe method. Climate change impacts of primary aluminum production range from 4.5 to 33.6 kg CO2 eq./kg. We then estimate the life cycle production‐ and consumption‐based environmental burdens of primary aluminum ingot by country. High spatial variations exist among impact factors of primary aluminum production. Aggregating the alumina refining processes into a single process may cause important deviations on the impact factors of primary aluminum ingot production (up to 38% differences in climate change impacts). Finally, we estimate the climate change impacts of worldwide primary aluminum production at 1.2 Gt CO2 eq. in 2017 and untangle their spatial origins, localized at 70% in China. Overall, we show the importance of spatial differentiation for highly traded products that rely on highly traded inputs and offer recommendations for LCA practitioners. This article met the requirements for a gold‐gold JIE data openness badge described at http://jie.click/badges . 相似文献
7.
Grazia Maria Cappucci Martina Pini Paolo Neri Marta Marassi Elena Bassoli Anna Maria Ferrari 《Journal of Industrial Ecology》2020,24(3):681-694
Additive manufacturing consists in melting metallic powders to produce objects from 3D data, layer upon layer. Its industrial applications range from automotive, biomedical (e.g., prosthetic implants for dentistry and orthopedics), aeronautics and others. This study uses life cycle assessment to evaluate the possible improvement in environmental performance of laser‐based powder bed fusion additive manufacturing systems on prosthetic device production. Environmental impacts due to manufacturing, use, and end of life of the designed solution were assessed. In addition, two powder production technologies, gas atomization (GA) and plasma atomization (PA), were compared in order to establish the most sustainable one. Production via traditional subtractive technologies and the additive manufacturing production were also compared. 3D building was found to have a significant environmental advantage compared to the traditional technology. The powder production process considerably influences on a damage point of view the additive manufacturing process; however, its impact can be mitigated if GA powders are employed. 相似文献
8.
Sheikh Moniruzzaman Moni Roksana Mahmud Karen High Michael Carbajales‐Dale 《Journal of Industrial Ecology》2020,24(1):52-63
In recent literature, prospective application of life cycle assessment (LCA) at low technology readiness levels (TRL) has gained immense interest for its potential to enable development of emerging technologies with improved environmental performances. However, limited data, uncertain functionality, scale up issues and uncertainties make it very challenging for the standard LCA guidelines to evaluate emerging technologies and requires methodological advances in the current LCA framework. In this paper, we review published literature to identify major methodological challenges and key research efforts to resolve these issues with a focus on recent developments in five major areas: cross‐study comparability, data availability and quality, scale‐up issues, uncertainty and uncertainty communication, and assessment time. We also provide a number of recommendations for future research to support the evaluation of emerging technologies at low technology readiness levels: (a) the development of a consistent framework and reporting methods for LCA of emerging technologies; (b) the integration of other tools with LCA, such as multicriteria decision analysis, risk analysis, technoeconomic analysis; and (c) the development of a data repository for emerging materials, processes, and technologies. 相似文献
9.
Concrete pavements are a vital part of the transportation infrastructure, comprising nearly 25% of the interstate network in the United States. With transportation authorities and industry organizations increasingly seeking out methods to reduce their carbon footprint, there is a need to identify and quantitatively evaluate the greenhouse gas (GHG) emission reduction opportunities that exist in the concrete pavement life cycle. A select few of these opportunities are explored in this article in order to represent possible reduction approaches and their associated cost‐effectiveness: reducing embodied emissions by increasing fly ash content and by avoiding overdesign; increasing albedo by using white aggregates; increasing carbonation by temporarily stockpiling recycled concrete aggregates; and reducing vehicle fuel consumption by adding an extra rehabilitation. These reduction strategies are evaluated for interstate, arterial, collector, and local road designs under urban and rural scenarios. The results indicate that significant GHG emission reductions are possible, with over half of the scenarios resulting in 10% reductions, compared to unimproved baseline designs. Given the right conditions, each scenario has the potential to reduce GHG emissions at costs comparable to the current price of carbon. 相似文献
10.
David L. McCleese Peter T. LaPuma 《The International Journal of Life Cycle Assessment》2002,7(4):230-236
1 Background
The U.S. Government has encouraged shifting from internal combustion engine vehicles (ICEVs) to alternatively fueled vehicles such as electric vehicles (EVs) for three primary reasons: reducing oil dependence, reducing greenhouse gas emissions, and reducing Clean Air Act criteria pollutant emissions. In comparing these vehicles, there is uncertainty and variability in emission factors and performance variables, which cause wide variation in reported outputs.2 Objectives
A model was developed to demonstrate the use of Monte Carlo simulation to predict life cycle emissions and energy consumption differences between the ICEV versus the EV on a per kilometer (km) traveled basis. Three EV technologies are considered: lead-acid, nickel-cadmium, and nickel metal hydride batteries.3 Methods
Variables were identified to build life cycle inventories between the EVs and ICEV. Distributions were selected for each of the variables and input to Monte Carlo Simulation soft-ware called Crystal Ball 2000®.4 Results and Discussion
All three EV options reduce U.S. oil dependence by shifting to domestic coal. The life cycle energy consumption per kilometer (km) driven for the EVs is comparable to the ICEV; however, there is wide variation in predicted energy values. The model predicts that all three EV technologies will likely increase oxides of sulfur and nitrogen as well as particulate matter emissions on a per km driven basis. The model shows a high probability that volatile organic compounds and carbon monoxide emissions are reduced with the use of EVs. Lead emissions are also predicted to increase for lead-acid battery EVs. The EV will not reduce greenhouse gas emissions substantially and may even increase them based on the current U.S. reliance on coal for electricity generation. The EV may benefit public health by relocating air pollutants from urban centers, where traffic is concentrated, to rural areas where electricity generation and mining generally occur. The use of Monte Carlo simulation in life cycle analysis is demonstrated to be an effective tool to provide further insight on the likelihood of emission outputs and energy consumption. 相似文献11.
The life cycle greenhouse gas (GHG) reduction benefits of vehicle lightweighting (LW) were evaluated in a companion article. This article provides an economic assessment of vehicle LW with aluminum and high‐strength steel. Relevant cost information taken from the literature is synthesized, compiled, and formed into estimates of GHG reduction costs through LW. GHG emissions associated with vehicle LW scenarios between 6% and 23% are analyzed alongside vehicle life cycle costs to achieve these LW levels. We use this information to estimate the cost to remove GHG emissions per metric ton by LW, and we further calculate the difference between added manufacturing cost and fuel cost savings from LW. The results show greater GHG savings derived from greater LW and added manufacturing costs as expected. The associated production costs are, however, disproportionately higher than the fuel cost savings associated with higher LW options. A sensitivity analysis of different vehicle classes confirms that vehicle LW is more cost‐effective for larger vehicles. Also, the cost of GHG emissions reductions through lightweighting is compared with alternative GHG emissions reduction technologies for passenger vehicles, such as diesel, hybrid, and plug‐in hybrid electric powertrains. The results find intensive LW to be a competitive and complementary approach relative to the technological alternatives within the automotive industry but more costly than GHG mitigation strategies available to other industries. 相似文献
12.
Ricky Speck Susan Selke Rafael Auras James Fitzsimmons 《Journal of Industrial Ecology》2016,20(1):18-28
When software is used to facilitate life cycle assessments (LCAs), the implicit assumption is that the results obtained are not a function of the choice of software used. LCAs were done in both SimaPro and GaBi for simplified systems of creation and disposal of 1 kilogram each of four basic materials (aluminum, corrugated board, glass, and polyethylene terephthalate) to determine whether there were significant differences in the results. Data files and impact assessment methodologies (Impact 2002, ReCiPe, and TRACI 2) were ostensibly identical (although there were minor variations in the available ReCiPe version between the programs that were investigated). Differences in reported impacts of greater than 20% for at least one of the four materials were found for 9 of the 15 categories in Impact 2002+, 7 of the 18 categories in ReCiPe, and four of the nine categories in TRACI. In some cases, these differences resulted in changes in the relative rankings of the four materials. The causes of the differences for 14 combinations of materials and impact categories were examined by tracing the results back to the life cycle inventory data and the characterization factors in the life cycle impact assessment (LCIA) methods. In all cases examined, a difference in the characterization factors used by the two programs was the cause of the differing results. As a result, when these software programs are used to inform choices, the result can be different conclusions about relative environmental preference that are functions purely of the software implementation of LCIA methods, rather than of the underlying data. 相似文献
13.
Are future recycling benefits misleading? Prospective life cycle assessment of lithium-ion batteries
Life cycle assessment (LCA) quantifies the whole-life environmental impacts of products and is essential for helping policymakers and manufacturers transition toward sustainable practices. However, typical LCA estimates future recycling benefits as if it happens today. For long-lived products such as lithium-ion batteries, this may be misleading since there is a considerable time gap between production and recycling. To explore this temporal mismatch problem, we apply future electricity scenarios from an integrated assessment model—IMAGE—using “premise” in Brightway2 to conduct a prospective LCA (pLCA) on the global warming potential of six battery chemistries and four recycling routes. We find that by 2050, electricity decarbonization under an RCP2.6 scenario mitigates production impacts by 57%, so to reach zero-carbon batteries it is important to decarbonize upstream heat, fuels, and direct emissions. For the best battery recycling case, data for 2020 gives a net recycling benefit of −22 kg CO2e kWh−1 which reduces the net impact of production and recycling from 71 to 49 kg CO2e kWh−1. However, for recycling in 2040 with decarbonized electricity, net recycling benefits would be nearly 75% lower (−6 kg CO2e kWh−1), giving a net impact of 65 kg CO2e kWh−1. This is because materials recycled in the future substitute lower-impact processes due to expected electricity decarbonization. Hence, more focus should be placed on mitigating production impacts today instead of relying on future recycling. These findings demonstrate the importance of pLCA in tackling problems such as temporal mismatch that are difficult to capture in typical LCA. 相似文献
14.
Implementing a Dynamic Life Cycle Assessment Methodology with a Case Study on Domestic Hot Water Production 下载免费PDF全文
Didier Beloin‐Saint‐Pierre Annie Levasseur Manuele Margni Isabelle Blanc 《Journal of Industrial Ecology》2017,21(5):1128-1138
This work contributes to the development of a dynamic life cycle assessment (DLCA) methodology by providing a methodological framework to link a dynamic system modeling method with a time‐dependent impact assessment method. This three‐step methodology starts by modeling systems where flows are described by temporal distributions. Then, a temporally differentiated life cycle inventory (TDLCI) is calculated to present the environmental exchanges through time. Finally, time‐dependent characterization factors are applied to the TDLCI to evaluate climate‐change impacts through time. The implementation of this new framework is illustrated by comparing systems producing domestic hot water (DHW) over an 80‐year period. Electricity is used to heat water in the first system, whereas the second system uses a combination of solar energy and gas to heat an equivalent amount of DHW at the same temperature. This comparison shows that using a different temporal precision (i.e., monthly vs. annual) to describe process flows can reverse conclusions regarding which case has the best environmental performance. Results also show that considering the timing of greenhouse gas (GHG) emissions reduces the absolute values of carbon footprint in the short‐term when compared with results from the static life cycle assessment. This pragmatic framework for the implementation of time in DLCA studies is proposed to help in the development of the methodology. It is not yet a fully operational scheme, and efforts are still required before DLCA can become state of practice. 相似文献
15.
Verena Gswein Carla Rodrigues Jos D. Silvestre Fausto Freire Guillaume Habert Jakob Knig 《Journal of Industrial Ecology》2020,24(1):178-192
The built environment is the largest single emitter of CO2 and an important consumer of energy. Much research has gone into the improved efficiency of building operation and construction products. Life Cycle Assessment (LCA) is commonly used to assess existing buildings or building products. Classic LCA, however, is not suited for evaluating the environmental performance of developing technologies. A new approach, anticipatory LCA (a‐LCA), promises various advantages and can be used as a design constraint during the product development stage. It helps overcome four challenges: (i) data availability, (ii) stakeholder inclusion, (iii) risk assessment, and (iv) multi‐criteria problems. This article's contribution to the line of research is twofold: first, it adapts the a‐LCA approach for construction‐specific purposes in theoretical terms for the four challenges. Second, it applies the method to an innovative prefabricated modular envelope system, the CleanTechBlock (CTB), focusing on challenge (i). Thirty‐six CTB designs are tested and compared to conventional walls. Inclusion of technology foresight is achieved through structured scenario analysis. Moreover, challenge (iv) is tackled through the analysis of different environmental impact categories, transport‐related impacts, and thickness of the wall assemblies of the CTB. The case study results show that optimized material choice and product design is needed to reach the lowest environmental impact. Methodological findings highlight the importance of context‐specific solutions and the need for benchmarking new products. 相似文献
16.
Nathan D. MacPherson Gregory A. Keoleian Jarod C. Kelly 《Journal of Industrial Ecology》2012,16(5):761-773
Fuel economy has been an effective indicator of vehicle greenhouse gas (GHG) emissions for conventional gasoline‐powered vehicles due to the strong relationship between fuel economy and vehicle life cycle emissions. However, fuel economy is not as accurate an indicator of vehicle GHG emissions for plug‐in hybrid (PHEVs) and pure battery electric vehicles (EVs). Current vehicle labeling efforts by the U.S. Environmental Protection Agency (EPA) and Department of Transportation have been focused on providing energy and environmental information to consumers based on U.S. national average data. This article explores the effects of variations in regional grids and regional daily vehicle miles traveled (VMT) on the total vehicle life cycle energy and GHG emissions of electrified vehicles and compare these results with information reported on the label and on the EPA's fuel economy Web site. The model results suggest that only 25% of the life cycle emissions from a representative PHEV are reflected on current vehicle labeling. The results show great variation in total vehicle life cycle emissions due to regional grid differences, including an approximately 100 gram per mile life cycle GHG emissions difference between the lowest and highest electric grid regions and up to a 100% difference between the state‐specific emission values within the same electric grid regions. Unexpectedly, for two regional grids the life cycle GHG emissions were higher in electric mode than in gasoline mode. We recommend that labels include stronger language on their deficiencies and provide ranges for GHG emissions from vehicle charging in regional electricity grids to better inform consumers. 相似文献
17.
Montserrat Núñez Stephan Pfister Assumpció Antón Pere Muñoz Stefanie Hellweg Annette Koehler Joan Rieradevall 《Journal of Industrial Ecology》2013,17(1):90-102
The environmental impact of the water consumption of four typical crop rotations grown in Spain, including energy crops, was analyzed and compared against Spanish agricultural and natural reference situations. The life cycle assessment (LCA) methodology was used for the assessment of the potential environmental impact of blue water (withdrawal from water bodies) and green water (uptake of soil moisture) consumption. The latter has so far been disregarded in LCA. To account for green water, two approaches have been applied: the first accounts for the difference in green water demand of the crops and a reference situation. The second is a green water scarcity index, which measures the fraction of the soil‐water plant consumption to the available green water. Our results show that, if the aim is to minimize the environmental impacts of water consumption, the energy crop rotations assessed in this study were most suitable in basins in the northeast of Spain. In contrast, the energy crops grown in basins in the southeast of Spain were associated with the greatest environmental impacts. Further research into the integration of quantitative green water assessment in LCA is crucial in studies of systems with a high dependence on green water resources. 相似文献
18.
Hyung‐Ju Kim Colin McMillan Gregory A. Keoleian Steven J. Skerlos 《Journal of Industrial Ecology》2010,14(6):929-946
In this article we consider interactions between life cycle emissions and materials flows associated with lightweighting (LW) automobiles. Both aluminum and high‐strength steel (HSS) lightweighting are considered, with LW ranging from 6% to 23% on the basis of literature references and input from industry experts. We compare the increase in greenhouse gas (GHG) emissions associated with producing lightweight vehicles with the saved emissions during vehicle use. This yields a calculation of how many years of vehicle use are required to offset the added GHG emissions from the production stage. Payback periods for HSS are shorter than for aluminum. Nevertheless, achieving significant LW with HSS comparable to aluminum‐intensive vehicles requires not only material substitution but also the achievement of secondary LW by downsizing of other vehicle components in addition to the vehicle structure. GHG savings for aluminum LW varies strongly with location where the aluminum is produced and whether secondary aluminum can be utilized instead of primary. HSS is less sensitive to these parameters. In principle, payback times for vehicles lightweighted with aluminum can be shortened by closed‐loop recycling of wrought aluminum (i.e., use of secondary wrought aluminum). Over a 15‐year time horizon, however, it is unlikely that this could significantly reduce emissions from the automotive industry, given the challenges involved with enabling a closed‐loop aluminum infrastructure without downcycling automotive body structures. 相似文献
19.
Patrick R. O'Donoughue Garvin A. Heath Stacey L. Dolan Martin Vorum 《Journal of Industrial Ecology》2014,18(1):125-144
This research provides a systematic review and harmonization of the life cycle assessment (LCA) literature of electricity generated from conventionally produced natural gas. We focus on estimates of greenhouse gases (GHGs) emitted in the life cycle of electricity generation from natural gas‐fired combustion turbine (NGCT) and combined‐cycle (NGCC) systems. The smaller set of LCAs of liquefied natural gas power systems and natural gas plants with carbon capture and storage were also collected, but analyzed to a lesser extent. A meta‐analytical process we term “harmonization” was employed to align several system boundaries and technical performance parameters to better allow for cross‐study comparisons, with the aim of clarifying central tendency and reducing variability in estimates of life cycle GHG emissions. Of over 250 references identified, 42 passed screens for technological relevance and study quality, providing a total of 69 estimates for NGCT and NGCC. Harmonization increased the median estimates in each category as a result of several factors not typically considered in the previous research, including the regular clearing of liquids from a well, and consolidated the interquartile range for NGCC to 420 to 480 grams of carbon dioxide equivalent per kilowatt‐hour (g CO2‐eq/kWh) and for NGCT to 570 to 750 g CO2‐eq/kWh, with medians of 450 and 670 CO2‐eq/kWh, respectively. Harmonization of thermal efficiency had the largest effect in reducing variability; methane leakage rate is likely similarly influential, but was unharmonized in this assessment as a result of the significant current uncertainties in its estimation, an area that is justifiably receiving significant research attention. 相似文献
20.
The Clean Air Act in the United States identifies diesel‐powered motor vehicles, including transit buses, as significant sources of several criteria pollutants that contribute to ground‐level ozone formation or smog. The effects of air pollution in urban areas are often more significant due to congestion and can lead to respiratory and cardiovascular health impacts. Life cycle assessment (LCA) has been utilized in the literature to compare conventional gasoline‐powered passenger cars with various types of electric and hybrid‐powered alternatives, however, no similarly detailed studies exist for mass transit buses. LCA results from this study indicate that the use phase, consisting of diesel production/combustion for the conventional bus and electricity generation for the electric bus, dominates most impact categories; however, the effects of battery production are significant for global warming, carcinogens, ozone depletion, and eco‐toxicity. There is a clear connection between the mix of power‐generation technologies and the preference for the diesel or electric bus. With the existing U.S. average grid, there is a strong preference for the conventional diesel bus over the electric bus when considering global warming impacts alone. Policy makers must consider regional variations in the electricity grid prior to recommending the use of battery electric buses to reduce carbon dioxide (CO2) emissions. This study found that the electric bus was preferable in only eight states, including Washington and Oregon. Improvements in battery technology reduce the life cycle impacts from the electric bus, but the electricity grid makeup is the dominant variable. 相似文献