Life cycle assessment of lightweight and end-of-life scenarios for generic compact class passenger vehicles

Goal, Scope and Background  The automotive industry has a long history in improving the environmental performance of vehicles - fuel economy and emission improvements, introduction of recycled and renewable materials, etc. The European Union also aims at improving the environmental performance of products by reducing, in particular, waste resulting from End-of-Life Vehicles (ELVs) for example. The European Commission estimates that ELVs contribute to approximately 1 % of the total waste in Europe [9]. Other European Union strategies are considering more life cycle aspects, as well as other impacts including resource or climate change. This article is summarizing the results of a European Commission funded project (LIRECAR) that aims at identifying the environmental impacts and relevance for combinations of recycling / recovery and lightweight vehicle design options over the whole life cycle of a vehicle - i.e. manufacturing, use and recycling/recovery. Three, independent and scientific LCA experts reviewed the study according to ISO 14040. From the beginning, representatives of all Life Cycle Stakeholders have been involved (European materials & supplier associations, an environmental Non-Governmental Organization, recycler’s association). Model and System Definition  The study compared 3 sets of theoretical vehicle weight scenarios: 1000 kg reference (material range of today’s end-of-life, mid-sized vehicles produced in the early 1990’s) and 2 lightweight scenarios for 100 kg and 250 kg less weight based on reference functions (in terms of comfort, safety, etc.) and a vehicle concept. The scenarios are represented by their material range of a broad range of lightweight strategies of most European car manufacturers. In parallel, three End-of-Life (EOL) scenarios are considered: EOL today and two theoretical extreme scenarios (100% recycling, respectively, 100% recovery of shredder residue fractions that are disposed of today). The technical and economical feasibility of the studied scenarios is not taken into consideration (e.g. 100% recycling is not possible). Results and Discussion  Significant differences between the various, studied weight scenarios were determined in several scenarios for the environmental categories of global warming, ozone depletion, photochemical oxidant creation (summer smog), abiotic resource depletion, and hazardous waste. However, these improvement potentials can be only realized under well defined conditions (e.g. material compositions, specific fuel reduction values and EOL credits) based on case-by-case assessments for improvements over the course of the life cycle. Looking at the studied scenarios, the relative contribution of the EOL phase represents 5% or less of the total life cycle impact for most selected impact categories and scenarios. The EOL technology variations studied do not impact significantly the considered environmental impacts. Exceptions include total waste, as long as stockpile goods (overburden, tailings and ore/coal processing residues) and EOL credits are considered. Conclusions and Recommendations  LIRECAR focuses only on lightweight/recycling, questions whereas other measures (changes in safety or comfort standards, propulsion improvements for CO₂, user behavior) are beyond the scope of the study. The conclusions are also not necessarily transferable to other vehicle concepts. However, for the question of end-of-life options, it can be concluded that LIRECAR cannot support any general recommendation and/or mandatory actions to improve recycling if lightweight is affected. Also, looking at each vehicle, no justification could be found for the general assumption that lightweight and recycling greatly influence the affected environmental dimension (Global Warming Potential or resource depletion and waste, respectively). LIRECAR showed that this general assumption is not true under all analyzed circumstances and not as significant as suggested. Further discussions and product development targets shall not focus on generic targets that define the approach/technology concerned with how to achieve environmental improvement (weight reduction [kg], recycling quota [%]), but on overall life cycle improvement). To enable this case-by-case assessment, exchanges of necessary information with suppliers are especially relevant.     

Integrating environmental and economic life cycle analysis in product development: a material selection case study

Purpose

Achieving sustainability by rethinking products, services and strategies is an enormous challenge currently laid upon the economic sector, in which materials selection plays a critical role. In this context, the present work describes an environmental and economic life cycle analysis of a structural product, comparing two possible material alternatives. The product chosen is a storage tank, presently manufactured in stainless steel (SST) or in a glass fibre reinforced polymer composite (CST). The overall goal of the study is to identify environmental and economic strong and weak points related to the life cycle of the two material alternatives. The consequential win–win or trade-off situations will be identified via a life cycle assessment/life cycle costing (LCA/LCC) integrated model.

Methods

The LCA/LCC integrated model used consists in applying the LCA methodology to the product system, incorporating, in parallel, its results into the LCC study, namely those of the life cycle inventory and the life cycle impact assessment.

Results and discussion

In both the SST and CST systems, the most significant life cycle phase is the raw materials production, in which the most significant environmental burdens correspond to the Fossil fuels and Respiratory inorganics categories. The LCA/LCC integrated analysis shows that the CST has globally a preferable environmental and economic profile, as its impacts are lower than those of the SST in all life cycle stages. Both the internal and external costs are lower, the former resulting mainly from the composite material being significantly less expensive than stainless steel. This therefore represents a full win–win situation. As a consequence, the study clearly indicates that using a thermoset composite material to manufacture storage tanks is environmentally and economically desirable. However, it was also evident that the environmental performance of the CST could be improved by altering its end-of-life stage.

Conclusions

The results of the present work provide enlightening insights into the synergies between the environmental and the economic performance of a structural product made with alternative materials. Furthermore, they provide conclusive evidence to support the integration of environmental and economic life cycle analysis in the product development processes of a manufacturing company or, in some cases, even in its procurement practices.     

Life Cycle costing as part of design for environment environmental business cases

Background  In developing products various requirements have to be integrated including functionality, quality, affordability as well as environmental aspects. Often conflicting requirements have to be fulfilled. Therefore, multi-dimensional decision support approaches are necessary. Methods  Here, one approach is to relate the conflicting requirements to each other. Life Cycle Costing (LCC) has the potential to support the trade-off between some environmental targets and overall affordability targets by including all monetary flows along the product life cycle (going beyond the well-known costs of ownership by integrating also long-term use and end-of-life costs). Those solutions can be identified that (a) have the highest efficiencies (where do we get most environmental improvements per Ϊ and (b) have the highest affordability for the customer along the life cycle. Furthermore, on-costs in the design phase can be justified in terms of future savings either for the customer or for the recycling of the products. These represent real business cases for environmental actions. Three types of environmental business cases can be differentiated. Results and Discussion  This paper presents various examples where LCC is integrated into product design. However, there are a number of open issues in the implementation of LCC within real product development including data availability and uncertainty (future costs/ savings), level of discounting, accounting and compensation. Various internal case studies done in the last years showed that already few changes in the costs structure can significantly affect the identi-fied future costs. Recommendation and Outlook  Uncertainties in LCC are higher than in LCA and highest when applied in the stage of product develop-ment, i.e. used to support DfE action. As a consequence, the result-ing figures can only be seen as directional. Therefore, the use of LCC in Design for Environment cannot be recommended without major restrictions in terms of guidance, experience/training. The link-age between LCC and DfE can either be established via (1) experts supporting design teams or (2) as part of a DfE tool. The DfE tool has to include detailed guidance for interpretation, and its application should be based on a solid training for DfE engineers.     

Life cycle environmental and economic assessment of industrial symbiosis networks: a review of the past decade of models and computational methods through a multi-level analysis lens

Purpose

Industrial symbiosis network (ISN) facilitation tools seek to holistically evaluate the environmental and economic performance of ISNs through life cycle assessment (LCA) and life cycle costing (LCC). ISNs have many stakeholders with diverse interests in the LCA and LCC results thus requiring multi-level analysis. The objective of this review was to examine the state-of-the-art methodologies used in LCAs and LCCs of ISNs and understand how multi-level analysis can be conducted.

Methods

The systematic literature review methodology was applied to develop a corpus of peer-reviewed LCA and LCC studies of ISNs published between 2010 and 2019 without any geographic boundary. Abstracts were reviewed to shortlist studies that conducted an LCA or LCC of an ISN with numerical results. LCA and LCC methodologies used in the shortlisted studies were collected and categorized. Each methodology was examined to understand how the foreground and background systems are represented, how waste-to-resource exchanges are analyzed, and how the results can be computed at the network, entity, and flow levels.

Results and discussion

The review yielded 42 LCA studies and 11 LCC studies of ISNs that used eight different methodologies. Process-based LCA was used in 71% of the LCA studies, whereas tiered hybrid LCA was used in 14% of the studies. Waste-to-resource exchanges in ISN scenarios were represented either through process analysis or as a black box. Fewer LCC studies that evaluate the economic performance of ISNs exist compared with LCA studies. Economic studies often evaluated financial feasibility, net present value, profitability, or payback period of specific waste-to-resource exchanges or the network overall.

Conclusions

The insights derived from this review chart future areas of research in multi-level modeling and analysis of the life cycle environmental and economic performance of ISNs. To improve the model construction and analysis process, research should be explored in developing a methodology for constructing a single model that represents multiple entities linked together by waste-to-resource exchanges and can provide LCA and LCC results for different stakeholder perspectives. The lack of LCC studies of ISNs merits the need for more research in this area at both the network and entity levels to quantify potential economic trade-offs between stakeholders. Developing a methodology for unified LCA and LCC modeling and analysis of ISNs can help ISN facilitation tool developers conduct simultaneous life cycle environmental and economic analysis of the potential symbiosis connections identified and how they contribute to the overall network.

     

Using LCA to Assess Eco-design in the Automotive Sector: Case Study of a Polyolefinic Door Panel (12 pp)

Goal, Scope and Background The new European legislation concerning End-of-Life Vehicles (ELVs) will allow, in 2015, the landfilling of only 5% of the average vehicle weight, which means that the automotive industry must make a great effort in order to design their products taking into account their recyclability when they become waste. In the present work, LCA is used to assess an existing automotive component, a plastic door panel, and to compare it with a designed-for-recycling prototype panel, based on compatible polyolefins. Main Features A \\\'cradle to grave\\\' LCA is carried out for the panel currently produced and the prototype. The following scenarios are analyzed for plastic waste: landfilling (current practice in Spain), energy recovery in a MSW incinerator or in a cement kiln, and mechanical recycling. Results and Discussion The production and use phases together contribute more than 95% in most impact indicators. When the current and prototype products are compared, a decrease in the environmental impact appears for the prototype in the production phase and also at end-of-life if recycling is considered with full substitution of virgin polymers. The overall impact reduction ranges from 18% in the toxicity indicators to 80% in landfill use. Energy recovery in cement kilns appears as a good alternative to recycling in some indicators, such as landfill use or resource depletion. A sensitivity analysis is performed on the quality of recycled plastic, and the results suggest that the benefits of recycling are substantially reduced if full substitution is not achieved. Conclusion LCA has been shown to be a very useful tool to validate from an environmental point of view a redesigned automotive component; in addition, it has allowed one to identify not only the benefits from increased recyclability, but also improvements in other life cycle phases which were not previously expected. Recommendation and Perspective From this case study several recommendations to the company have been drawn in order to design environmentally friendly components for car interiors, and ecodesign is expected to be introduced in the company procedures. - Glossary ABS: Acrilonitrile-butadiene-styrene; ASR: Automobile shredder residue; DEHP: Di(ethylhexyl)phtalate; ELV: End-of-life vehicles; EPDM: Ethylene propylene diene monomer; MSW: Municipal solid waste; MSWI: Municipal solid waste incinerator; NEDC: New European driving cycle; PA GF: Polyamide glass fiber reinforced; PE: Polyethylene; PES: Polyester; POM: Polyoxymethylene; PP T16: Polypropylene 16% talc filled; PUR: Polyurethane; PVC: Polyvinyl chloride; TPO: Thermoplastic olefin     

Informing Packaging Design Decisions at Toyota Motor Sales Using Life Cycle Assessment and Costing

Throughout their life cycle stages—material production, package manufacture, distribution, end-of-life management—packaging systems consume natural resources and energy, generate waste, and emit pollutants. Each of these stages also carries a financial cost. Motivated by a desire to decrease environmental burdens while reducing financial costs associated with the packaging of accessory and service parts, Toyota Motor Sales (TMS) partnered with the Donald Bren School of Environmental Science & Management to build a life cycle assessment and costing tool to support packaging design decisions. The resulting Environmental Packaging Impact Calculator (EPIC) provides comprehensive life cycle assessment (LCA) and life cycle costing (LCC). It allows packaging designers to identify environmentally and economically preferable packaging systems in daily decision-making. EPIC's parameterized process flow model allows users to assess many different packaging systems using a single model. Its input/output interface is designed for users without preexisting knowledge of LCA theory or practice and calculates results based on relatively few input data. The main motivation behind this environmental design tool is to provide relevant information to those individuals who are in the best position to reduce life cycle impacts and costs from TMS's packaging and distribution systems.     

Is Environmental Improvement in Automotive Component Design Highly Constrained?

This article investigates the influence of environmental, cost, and performance requirements on the design and management of automotive components through a case study involving instrument panels. To address the question of whether the environmental improvement of an instrument panel (IP) is highly constrained, a lifecycle inventory analysis is used to characterize the major environmental burdens associated with a generic IP defined from an average of three midsized vehicle models. A life-cycle cost analysis is also conducted to understand the market forces operating in the domains of the original equipment manufacturer; consumer; and end-of-life (EOL) vehicle managen. This study indicates that the existing set of environmental requirements, in conjunction with current cost drivers and the large set of manufacturing and use phase functional performance requirements, highly constrain opportunities for environmental improvement Specific improvement strategies-lightweighting, elimination of the painting operation, and reduction in material complexity-are examined in the context of existing system requirements. The near-term forecast for improvements is not optimistic. Innovation will continue in a slow and piecemeal fashion until requirements affecting the total vehicle system are significantly changed     

Life cycle assessment of Australian automotive door skins

Background, aim, and scope  Policy initiatives, such as the EU End of Life Vehicle (ELV) Directive for only 5% landfilling by 2015, are increasing the pressure for higher material recyclability rates. This is stimulating research into material alternatives and end-of-life strategies for automotive components. This study presents a Life Cycle Assessment (LCA) on an Australian automotive component, namely an exterior door skin. The functional unit for this study is one door skin set (4 exterior skins). The material alternatives are steel, which is currently used by Australian manufacturers, aluminium and glass-fiber reinforced polypropylene composite. Only the inputs and outputs relative to the door skin production, use and end-of-life phases were considered within the system boundary. Landfill, energy recovery and mechanical recycling were the end-of-life phases considered. The aim of the study is to highlight the most environmentally attractive material and end-of-life option. Methods  The LCA was performed according to the ISO 14040 standard series. All information considered in this study (use of fossil and non fossil based energy resources, water, chemicals etc.) were taken up in in-depth data. The data for the production, use and end-of-life phases of the door skin set was based upon softwares such as SimaPro and GEMIS which helped in the development of the inventory for the different end-of-life scenarios. In other cases, the inventory was developed using derivations obtained from published journals. Some data was obtained from GM-Holden and the Co-operative research Centre for Advanced Automotive Technology (AutoCRC), in Australia. In cases where data from the Australian economy was unavailable, such as the data relating to energy recovery methods, a generic data set based on European recycling companies was employed. The characterization factors used for normalization of data were taken from (Saling et. al. Int J Life Cycle Assess 7(4):203–218 2002) which detailed the method of carrying out an LCA. Results  The production phase results in maximum raw material consumption for all materials, and it is higher for metals than for the composite. Energy consumption is greatest in the use phase, with maximum consumption for steel. Aluminium consumes most energy in the production phase. Global Warming Potential (GWP) also follows a trend similar to that of energy consumption. Photo Oxidants Creation Potential (POCP) is the highest for the landfill scenario for the composite, followed by steel and aluminium. Acidification Potential (AP) is the highest for all the end-of-life scenarios of the composite. Ozone Depletion Potential (ODP) is the highest for the metals. The net water emissions are also higher for composite in comparison to metals despite high pollution in the production phases of metallic door skins. Solid wastes are higher for the metallic door skins. Discussion  The composite door skin has the lowest energy consumption in the production phase, due to the low energy requirements during the manufacturing of E-glass and its fusion with polypropylene to form sheet molding compounds. In general, the air emissions during the use phase are strongly dependent on the mass of the skins, with higher emissions for the metals than for the composite. Material recovery through recycling is the highest in metals due to efficient separation techniques, while mechanical recycling is the most efficient for the composite. The heavy steel skins produce the maximum solid wastes primarily due to higher fuel consumption. Water pollution reduction benefit is highest in case of metals, again due to the high efficiency of magnetic separation technique in the case of steel and eddy current separation technique in the case of aluminium. Material recovery in these metals reduces the amount of water needed to produce a new door skin set (water employed mainly in the ingot casting stage). Moreover, the use of heavy metals, inorganic salts and other chemicals is minimized by efficient material recovery. Conclusions  The use of the studied type of steel for the door skins is a poor environmental option in every impact category. Aluminium and composite materials should be considered to develop a more sustainable and energy efficient automobile. In particular, this LCA study shows that glass-fiber composite skins with mechanical recycling or energy recovery method could be environmentally desirable, compared to aluminium and steel skins. However, the current limit on the efficiency of recycling is the prime barrier to increasing the sustainability of composite skins. Recommendations and perspectives  The study is successful in developing a detailed LCA for the three different types of door skin materials and their respective recycling or end-of-life scenarios. The results obtained could be used for future work on an eco-efficiency portfolio for the entire car. However, there is a need for a detailed assessment of toxicity and risk potentials arising from each of the four different types of door skin sets. This will require greater communication between academia and the automotive industry to improve the quality of the LCA data. Sensitivity analysis needs to be performed such as the assessment of the impact of varying substitution factors on the life cycle of a door skin. Incorporation of door skin sets made of new biomaterials need to be accounted for as another functional unit in future LCA studies. Discussion contributions to this article from the readership would the highly welcome. The authors     

Life cycle thinking in small and medium enterprises: the results of research on the implementation of life cycle tools in Polish SMEs—Part 3: LCC-related aspects

Purpose

This article is the third of a series of articles presenting the results of research on the implementation of life cycle management tools in small- and medium-sized companies in Poland. The purpose of the three-part series of articles is to present the results of research on the implementation of life cycle tools in Polish small and medium enterprises (SMEs). This work is part of a project financed by the Polish Agency for Enterprise Development (PAED) which began in February 2011. It was carried out by the Wielkopolska Quality Institute—a business environment institution associated with the Polish Centre for LCA (PCLCA). The main practical objective of the project was to support SMEs in their business development, e.g. by expanding their horizons beyond the sphere of their operation and identifying new areas for the improvement and promotion of the products and services on offer. The specific objective of the analysis involving the assessment of life-cycle costs of products and services was an attempt to answer the question to determine whether the assessment carried out in accordance with the life-cycle cost (LCC) methodology is a good tool for cost management in this type of business. Part 3 describes the results of studies on the assessment of the implementation of LCC in SMEs conducted in 50 companies involved in the project.

Methods

In order to assess the effectiveness of the project and the effectiveness of the implementation of LCA and LCC, a survey was conducted of small- and medium-sized businesses where the implementation works had been fully completed. In total, 50 organisations agreed to participate in the LCC survey (while 46 in the LCA—part 2 paper), which was 71 % of all the companies where the LCA and LCC studies had been carried out within the project. The survey was conducted using individual in-depth interviews. Questions to the representatives of the companies referred both to aspects of their operating in the market (characteristics of a company, its market share, management systems, environmental policy, suppliers, clients) and the implementation of their environmental service (assessment of its effectiveness, motivation, difficulties in its implementation), as well as opinions on the potential applications of LCA in their current operations.

Results and discussion

The experience and observations of LCC experts resulting from their cooperation with the analysed organisations are largely supported by the results of the survey. The overall impression gained from the project is that the small- and medium-sized enterprises considered have a problem with accepting and understanding the life-cycle perspective, and show limited interest in taking liability for environmental and cost aspects beyond the mandatory legal standards and boundaries of their business operations. Nevertheless, the LCC analyses aroused much bigger interest among the companies than the environmental due to the fact that the cost aspects in companies undergoing normal development are seen as an important source of information about the structure of the costs generated with respect to the products or services provided. It is important to note that a very important factor encouraging businesses to join the studies was the fact that they were cost-free. Moreover, the planned introduction of a new product onto the market was the argument that often influenced the decision to implement the LCC. The survey has shown that companies rarely perform cost analyses including all stages of the life cycle of a product or service. Although the awareness of the importance of conducting economic researches for the entire life cycle of a product or service is great, it turned out to be problematic to unambiguously define the practical use of such an analysis, at least at the present stage of development of the companies surveyed.

Conclusions

The results obtained in the survey indicate that in the case of simple products, with a short life cycle, complex cost analyses may seem less useful. For more complex products or services, with long periods of use, high reliability required, and high operating costs, the analyses presented are useful tools that increase the economic efficiency of the projects implemented. It appears that from the point of view of polish SMEs, the usefulness of an LCA is seen mainly from the angle of opportunities for cost reduction (preferably in business) and increased sales (marketing). A good solution would be to conduct relatively simple, but integrated LCA/LCC analyses in SMEs so that the companies would clearly see the economic effects of the proposed environmental improvements.     

LCA application to Russian Conditions

The environmental impact assessment existing in the Russian Federation at the present moment cannot provide potential scenarios of consequences for the environment from examined processes, since its goal is to calculate the money equivalent of emissions to the environment. Also, it cannot help the environmental specialist to choose the most environmentally sustainable scenario or process, proceeding from the whole life cycle of the object, because it is usually performed only for the use phase of an object. This study also aims to show possibilities for applying LCA methodology, as accepted in the ISO standards series 14040, and as applied to Russian conditions. The main purpose was to investigate a possibility of using the existing environmental impact assessment as the inventory stage in the LCA. As the minor goal, normalisation and weighting factor data for the Russian Federation were calculated on the basis of energy consumption extrapolation. In this paper, the environmental impacts are associated with a sewage wastewater facility. The inventory analysis is performed with data obtained from the MosvodokanalNIIproject (Moscow Research Institute for sewage wastewater treatment facilities) and supplemented with the SimaPro 5.0 database (the Netherlands). The environmental impact categories included and discussed in this study are eutrophication, global warming, landfill, acidification, ozone layer depletion and photochemical ozone creation. This study was performed for several design alternatives or scenarios of the wastewater facility. According to the LCA performed in this study, the most environmentally sustainable scenario is that which has the most effective and complicated treatment of sewage water and sludge.     

Life cycle thinking in small and medium enterprises: the results of research on the implementation of life cycle tools in Polish SMEs—part 2: LCA related aspects

Purpose

This article is the second part of a series of articles presenting the results of research on the implementation of lifecycle management tools in small- and medium-sized companies in Poland. This work is part of a project financed by the Polish Agency for Enterprise Development (PAED), which began in February 2011. It was carried out by the Wielkopolska Quality Institute, a business environment institution associated with the Polish Centre for life cycle assessment (PCLCA). The main practical objective of the project was to support small and medium enterprises (SMEs) in their business development, e.g. by expanding their horizons beyond the sphere of their operation and identifying new areas for the improvement and promotion of the products and services they offer. The specific objective of the analysis on the environmental impact was an attempt to answer the question of whether environmental LCA is a good management tool for this type of business. Part 2 describes results of the evaluation of the implementation of LCA in SMEs conducted in 46 companies involved in the project.

Methods

In order to assess the effectiveness of the project and the effectiveness of the implementation of LCA and life cycle costing (LCC), a survey was conducted of small and medium businesses where the implementation work had been fully completed. In total, 46 organisations agreed to participate in the LCA survey, which was almost 66 % of all the companies where the LCA and LCC studies had been carried out within the project. The survey was conducted using individual in-depth interviews. Questions to the representatives of the companies referred both to aspects of their functioning in the market (characteristics of a company, its market share, management systems, environmental policy, suppliers and clients) and the operation of their environmental service (assessment of its effectiveness, motivation and difficulties in its implementation), as well as opinions on the potential applications of LCA in their current operations.

Results and discussion

The experience and observations of LCA experts resulting from their cooperation with the organisations analysed are largely supported by the results of the survey. The overall impression gained from the project is that the small- and medium-sized enterprises analysed have a problem with accepting and understanding the life cycle perspective and show limited interest in taking liability for environmental aspects beyond the mandatory legal standards and boundaries of their business operations. The survey shows that the companies rarely analyse environmental aspects appearing on many different stages of the life cycle of their products. Most of them focus on their current operations while trying to meet the mandatory legal requirements relating to environmental protection. It should be noted, however, that SMEs taking part in the studies appreciate the opportunities offered by LCA, their usefulness in business practice, recognise the potential for using life cycle techniques in the future and their impact on the management process, procedure or thinking about the products they manufacture. The result of the study is the identification of four key areas relevant to SMEs which may affect their willingness to adopt the life cycle perspective and undertake environmental measures.

Conclusions

It seems that implementing LCT in small- and medium-sized enterprises requires a special approach. These are often companies with limited human resources (often just a few people) and financial resources (often operating on the verge of survival), with a weak position in a supply chain and, therefore, having various priorities in their daily operation. The researchers also encountered awareness barriers as a result of which the idea of going beyond an organisation and making an entire LCA of a product was often simply misunderstood. The studies conducted among SMEs have shown that managers' own intuition and research on customer preferences were largely conducive to improve existing or introducing new products or services, while changes were mostly introduced due to the requirements of the market, or the desire to reduce costs. It can be assumed that their non-obligatory nature also contributed to the relatively low interest in LCA initiatives and not recognising their usefulness. It seems that it would be useful to carry out relatively simple, but integrated, LCA/LCC analyses in SMEs so that the companies would clearly see the economic effect of the proposed environmental improvements. The analyses conducted lead to the conclusion that the incentive for SMEs to take measures should come from outside, e.g. as requirements for green public procurements, or as part of assessment made by suppliers in a supply chain.     

Modelling the economic and environmental performance of engineering products: a materials selection case study

Purpose

Life cycle assessment (LCA) studies allow understanding all relevant processes and environmental impacts involved in the life cycle of products. However, in order to fully assess their sustainability, these studies should be complemented by economic (LCC) and societal analyses. In this context, the present work aims at assessing all costs (internal and external) and the environmental performance associated to the full life cycle of specific engineering products. These products are lighting columns for roadway illumination made with three different materials: a glass fibre reinforced polymer composite, steel and aluminium.

Methods

The LCA/LCC integrated methodology used was based in a ??cradle-to-grave?? assessment which considers the raw materials production, manufacture, on-site installation, use and maintenance, dismantlement and end-of-life (EoL) of the lighting columns. The fossil fuels environmental impact category was selected as the key environmental impact indicator to perform the integrated environmental and cost analysis.

Results

The potential total costs obtained for the full life cycle of the lighting columns demonstrated that the one made in steel performs globally worse than those made in composite or aluminium. Although the three systems present very similar internal costs, the steel column has higher external costs in the use phase that contribute for its higher total cost. This column has very high costs associated to safety features, since it constitutes a significant risk to the life of individuals. The raw material and column production stages are the main contributors for the total internal life cycle costs. The EoL treatment is a revenue source in all systems because it generates energy (in the case of the composite incineration) or materials (in the case of metal recycling). The composite and aluminium lighting columns present similar ??cradle-to-grave?? life cycle total cost. However, until the dismantlement phase, the aluminium column presents the highest environmental impact, whereas in the EoL treatment phase this scenario is reversed. The ??cradle-to-grave?? life cycle potential total cost and the environmental impact (fossil fuels) indicator of the steel lighting column are higher than those of the other columns.

Conclusions

Even though the uncertainties in the LCC are larger if external costs are included, their consideration when modelling the economic performance of engineering products increases the probability of developing a more sustainable solution from a societal perspective.     

USEtox relevance as an impact indicator for automotive fuels. Application on diesel fuel,gasoline and hard coal electricity

Purpose  

In order to provide more sustainable fuels and address the depletion of oil as a feedstock, the automotive industry must adapt to a growing market share of alternative fuels. The environmental impacts of the automotive industry to date would suggest that these alternatives will be more environmentally friendly than petroleum-based fuels. This is nonetheless an assumption that cannot be confirmed without a systematic life cycle assessment (LCA). This article explores the feasibility of USEtox to provide information needed for automotive-fuel LCA.     

Integrating life cycle assessment (LCA) and life cycle costing (LCC) in the early phases of aircraft structural design: an elevator case study

Purpose

The main objective of this paper is to develop a model that will combine economic and environmental assessment tools to support the composite material selection of aircraft structures in the early phases of design and application of the tool for an aircraft elevator.

Methods

An integrated life cycle cost (LCC) and life cycle assessment (LCA) methodology was used as part of the sustainable design approach for the laminate stacking sequence design. The model considered is the aircraft structure made of carbon fiber reinforce plastic prepreg and processed via hand layup-autoclave process which is the preferred method for the aircraft industry. The model was applied to a cargo aircraft elevator case study by comparing six different laminate configurations and two different carbon fiber prepreg materials across aircraft’s entire life cycle.

Results and discussion

The results show, in line with other studies using different methodologies (e.g., life cycle engineering, or LCE), that the combination of LCA with LCC is a worthwhile approach for comparing the different laminate configurations in terms of cost and environmental impact to support composite laminate stacking design by providing the best trade-off between cost and environment. Elevator LCC reduces 19% by changing the material type and applying different ply orientations. Elevator LCA score reduces 53% by selecting the optimum instead of best technical solution that minimizes the displacement. Improving the structural performance does not always lead to an increase in the cost.

     

基于生命周期方法的生活垃圾资源化利用系统生态效率分析

我国生活垃圾产量大但处理能力不足,产生多种环境危害,对其资源化利用能够缓解环境压力并回收资源。为探讨生活垃圾资源化利用策略,综合生命周期评价与生命周期成本分析方法,建立生态效率模型。以天津市为例,分析和比较焚烧发电、卫生填埋-填埋气发电、与堆肥+卫生填埋3种典型生活垃圾资源化利用情景的生态效率。结果表明,堆肥+卫生填埋情景具有潜在最优生态效率;全球变暖对总环境影响贡献最大,而投资成本对经济影响贡献最大。考虑天津市生活垃圾管理现状,建议鼓励发展生活垃圾干湿组分分离及厨余垃圾堆肥的资源化利用策略。     

An integrated environmental and cost assessment method based on LCA and LCC for automobile interior and exterior trim design scheme optimization

Purpose

This paper provided an integrated method to evaluate environmental impact and life cycle cost (LCC) of various alternative design schemes in the early design and development stages of complex mechanical product; an optimization method of product design schemes based on life cycle assessment (LCA) and LCC is proposed as a supporting design tool to achieve optimal integration of environmental impact and cost of the design.

Methods

The applied research methods include product level deconstruction model, LCA/LCC integrated analysis model, and the product design scheme optimization method. In the life cycle environmental assessment, GaBi software and CML2001 evaluation method are used to evaluate product environmental impact. In terms of product design configuration scheme optimization, the TOPSIS method is used to optimize the design schemes generated. Taking the internal and external trim of automobile as an example, the specific implementation process of the method is illustrated.

Results and discussion

The case study indicates that, when comprehensively considering the environmental impact and cost, the composite indices of the optimal and worst schemes are 0.8667 and 0.3001, respectively; their costs are ¥164.87 and ¥179.68, respectively; and the eco points of environmental impact are 14.74 and 39.78, respectively. The cost of the two schemes are not much different, but the environmental impact of the optimal scheme is only 37.1% of the worst scheme’s; When cost is the only factor to be considered, the lowest cost design scheme is about 36.7% of the maximum scheme’s cost, and the environmental impact of the lowest cost design scheme is about 1.6 times of the maximum cost scheme’s. When environmental impact is the only factor to be considered, the least environmental impact of design scheme accounts about 31.7% of the largest; the cost of design scheme with the least environmental impact accounts for about 58.1% of the largest one’s. Integrating LCA and LCC, scientific suggestions can be provided from several perspectives.

Conclusions

By considering the environmental impact and LCC, this paper proposes a method of product design scheme optimization as a supporting design tool which could evaluate the design options of the product and identify the preferred option in the early stage of product design. It is helpful to realize the sustainability of the product. In order to improve the applicability of this method, the weighting factors of environmental impact and cost could be adjusted according to the requirements of energy saving and emission reduction of different enterprises.

     

Design of a sustainable packaging in the food sector by applying LCA

Purpose

The choice of a sustainable packaging alternative is a key issue for the improvement of the environmental performances of a product, both from a production perspective and end-of-life management. The present study is focused on the life cycle assessment (LCA) of two packaging alternatives of a poultry product, in particular a polystyrene-based tray and an aluminum bowl (70 wt% primary and 30 wt% secondary aluminum) were considered.

Methods

The LCA was performed according to ISO 14040-44 and following a “from-cradle-to-grave” perspective. The following stages were considered: production, use phase (i.e., cooking), and end-of-life. Different end-of-life scenarios were hypothesized. Greenhouse Gas Protocol, Cumulative Energy Demand, and ILCD midpoint method were used in the impact assessment (LCIA).

Results and discussion

The aluminum bowl was carefully designed in order to allow its use during the cooking stage of the poultry product in the oven and to reduce the cooking time (40 min instead of 50 min needed when using a conventional bowl) at 200 °C: cooking time reduction allows electric energy savings equal to 0.21 kWh (1.38 kWh instead of 1.59 kWh). Electric energy savings become of primary importance to reduce overall emissions, in particular CO₂ eq emissions, especially in those countries such as Italy and Germany where there is a predominance of fossil fuels in the electric energy country mix.

Conclusions

Over the entire life cycle of the two alternatives considered (taking into account production, transport, cooking, and end-of-life), cooking stage has the most impact; so, the specific design of the packaging bowl/tray can allow significant lowering of the overall CO₂ eq emissions. In addition, when designing an aluminum-based packaging, the content of the secondary material can be significantly increased in order to reach higher sustainability during the production stage.     

Life cycle assessment of a multi-material car component

Background, Aims and Scope In recent years, the automotive industry has been experiencing an increasing concern with environmental requirements. A particular focus is being given to light-weighting of cars, to reducing fuel consumption and to the use of different recycling materials. Consequently, decisions on product design and development must involve economic and technological as well as environmental considerations. In adequate conditions, the LCA methodology enables one to assist an effective integration of the environmental considerations in the decision-making process [1]. In this paper, a multi-material car component which is part of the current automotive brake system, has been modified by its original manufacturer. Such a modification included the use of a new multi-material injection moulding process and the consumption of recyclable materials. The new and the current component were comparatively assessed throughout their life cycles in order to evaluate their respective environmental impacts and, thus, to verify if the new component offers a lower environmental load. The results described in this paper are part of the outcome of a broader research project involving industrial companies, university, technological centres and research institutes based in Portugal, Spain and Germany. Main Features The car component under focus has four subcomponents whose base materials consist of steel and plastic. The LCA methodology is used to evaluate two scenarios describing the new car component, on the one hand, and the reference scenario, which consists of the existing car component, on the other. The former results from the selection of new subcomponents materials, aiming to use a new production process together with a recycling strategy. Results and Discussion The inventory analysis shows a lower energy consumption in the alternative scenario (4.2 MJ) compared to the reference scenario (6.1 MJ). Most of that energy is still non-renewable, relating in particular to crude consumption in the car use phase and in the production phase (transports and plastics production). The life cycle inventory analysis indicates also that the alternative scenario has lower air emissions of CO₂, CO, NO_x, SO_x, NM VOC and PM10, as well as lower solid wastes and water emissions of oils and BOD5. Otherwise, the water emissions of undissolved substances and COD are higher for the alternative scenario. Most of the energy consumed and the air pollutants inventoried occur as a consequence of the use phase. Otherwise, for most of the life cycle water emissions inventoried and solid wastes, the production phase is the major contributor. The impact assessment, performed with the CML method, allows one to conclude that the alternative scenario exhibits lower results in all the impact categories. Both scenarios have similar environmental profiles, being: (i) the use phase, the major contributor for the abiotic depletion, global warming, photochemical oxidation, acidification and eutrophication; and (ii) the production phase, the main contributor for ozone depletion, human toxicity, fresh water aquatic ecotoxicity, marine aquatic ecotoxicity and terrestrial ecotoxicity. The sensitivity analysis, with respect to the fuel consumption reduction value, the impact assessment method and the final disposal scenario, performed in this study allows one to confirm, as a main conclusion, that the alternative scenario is environmentally preferable to the reference scenario. Conclusion The results obtained through the application of the LCA methodology enable one to conclude that the alternative component has a lower environmental load than the reference component. Recommendations and Perspectives Considering that the time required for the inventory data collection is a critical issue in LCA practise, the insights provided by this particular case study are likely to be useful to product developers in the car component manufacturing industry, particularly to brake system manufacturers supporting the environmental design within the sector.