Impact of Updated Material Production Data in the GREET Life Cycle Model

The Greenhouse gases, Regulated Emissions, and Energy use in Transportation (GREET) model developed by Argonne National Laboratory quantifies the life cycle energy consumption and air emissions resulting from the production and use of light‐duty vehicles in the United States. GREET is comprised of two components: GREET 1 represents the fuel cycle of various energy carriers, including automotive fuels, and GREET 2 represents the vehicle cycle, which accounts for the production of vehicles and their constituent materials. The GREET model was updated in 2012 and now includes higher‐resolution material processing and transformation data. This study evaluated how model updates influence material and vehicle life cycle results. First, new primary energy demand and greenhouse gas (GHG) emissions results from GREET 2 for steel, aluminum, and plastics resins are compared herein with those from the previous version of the model as well as industrial results. A part of the comparison is a discussion about causes of differences between results. Included in this discussion is an assessment of the impact of the new material production data on vehicle life cycle results for conventional internal combustion engine (ICE) vehicles by comparing the energy and GHG emission values in the updated and previous versions of GREET 2. Finally, results from a sensitivity analysis are presented for identifying life cycle parameters that most affect vehicle life cycle estimates.     

A region‐specific environmental analysis of technology implementation of hydrogen energy in Japan based on life cycle assessment

Energy systems using renewables with adequate energy carriers are needed for sustainability. Before accelerating technology implementation for the transition to the new energy system, region‐specific implementation effects should be carefully examined as a system. In this study, we aim to analyze an energy system using hydrogen as an energy carrier with the approach of combining life cycle assessment and a regional energy simulation model. The model calculates the emissions, such as CO₂, nitrogen oxides (NOx), sulfur oxides (SOx), and volatile organic compounds, and their impacts on human health, social assets, primary production, and an integrated index. The analysis quantitatively presented various environmental impacts by region, life cycle stage, and impact category. Climate change was dominant on the integrated index while the other impact categories were also important. Fuel cell vehicles were effective in mitigating local air pollution, especially in high‐population regions where many people are adversely affected. Although technology implementation contributes to mitigating environmental impacts at locations of energy users, it also has possibilities to have negative impacts at locations of device manufacturing and raw material processing. The definition of the regional division was also an important factor in energy system design because the final results of life cycle assessments are highly sensitive to region‐specific characteristics. The proposed region‐specific analysis is expected to support local governments and technology developers in designing appropriate energy systems for regions and building marketing plans for specific targets.     

Economic Assessment of Greenhouse Gas Emissions Reduction by Vehicle Lightweighting Using Aluminum and High‐Strength Steel

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.     

Fuel Economy and Greenhouse Gas Emissions Labeling for Plug‐In Hybrid Vehicles from a Life Cycle Perspective

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.     

Greenhouse Gas Emissions Payback for Lightweighted Vehicles Using Aluminum and High‐Strength Steel

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.     

Estimation of Life Cycle Material Costs of Cadmium Telluride– and Copper Indium Gallium Diselenide–Photovoltaic Absorber Materials based on Life Cycle Material Flows

Chalcogenide and chalcopyrite photovoltaic (PV) technologies are highly suitable for solar energy conversion because of their high efficiency, long‐term stable performance, and low‐cost production. However, the absorber materials that are used, such as indium, gallium, and tellurium, are regarded as critical, and their limited availability can hinder market expansion. Therefore, we assess how material efficiency measures along the PV module's life cycle can reduce the net material demand of the absorber materials and thus the material costs. In order to estimate the material flows, we developed a closed‐loop model for the life cycle representing the phases module production, module collection, module recycling, and refinement. In order to reflect the variety and uncertainty in each phase, we compose three different efficiency scenarios by varying material efficiency measures on process and product levels. For each scenario, we compute the life cycle material costs based on the computed material flows. The results show that, in the long term, the material demand can be reduced down to one fourth of the required feedstock for module manufacturing; that is, three fourths of the absorber material stays in the life cycle in a very efficient scenario. Thus, total material costs along the life cycle could be significantly reduced, because the costs for material recycling are lower than the costs for “new” technical‐grade material. This reduction in life cycle material costs means that cadmium telluride– and copper indium gallium diselenide–PV can still be financially viable even if the price of the absorber materials increases significantly. Hence those technologies will still be competitive against crystalline silicon PV in the mid to long term.     

Life cycle of CO2-emissions from electric vehicles and gasoline vehicles utilizing a process-relational model

This article aims at estimating life cycle CO₂ emissions from electric vehicles (EV) and gasoline vehicles (GV), although the estimation in this study is not an LCA according to ISO14040s. For this purpose, a mathematical tool called the Process-relational model was developed. The Process-relational model is used for establishing life cycle inventories. The model has a structure which improved the principle of input-output analysis in econometrics that only one product is generated by one process. This model enabled us to overcome difficulties of LCA in retracing complicated repercussions among production systems. Then, life cycle CO₂, emissions from electric vehicles (EV) and gasoline vehicles (GV) were estimated with this model. Estimated results indicated that the manufacture and driving of EV resulted in less CO₂ emissions than chose of GV. However, the difference between EV and GV dramatically changed depending on traffic situations. Namely, the difference became larger as the average velocity of the vehicles became lower. We also compared CO₂, emission from manufacturing EV with that from driving EV. The share of manufacture was shown to increase in total CO₂, emissions as the average velocity of the EV became higher. In conclusion, we clarified the direction of research and development of EV and GV for reducing the life cycle CO₂.     

Life Cycle–based Assessment of Energy Use and Greenhouse Gas Emissions in Almond Production,Part I: Analytical Framework and Baseline Results

This first article of a two‐article series describes a framework and life cycle–based model for typical almond orchard production systems for California, where more than 80% of commercial almonds on the world market are produced. The comprehensive, multiyear, life cycle–based model includes orchard establishment and removal; field operations and inputs; emissions from orchard soils; and transport and utilization of co‐products. These processes are analyzed to yield a life cycle inventory of energy use, greenhouse gas (GHG) emissions, criteria air pollutants, and direct water use from field to factory gate. Results show that 1 kilogram (kg) of raw almonds and associated co‐products of hulls, shells, and woody biomass require 35 megajoules (MJ) of energy and result in 1.6 kg carbon dioxide equivalent (CO₂‐eq) of GHG emissions. Nitrogen fertilizer and irrigation water are the dominant causes of both energy use and GHG emissions. Co‐product credits play an important role in estimating the life cycle environmental impacts attributable to almonds alone; using displacement methods results in net energy and emissions of 29 MJ and 0.9 kg CO₂‐eq/kg. The largest sources of credits are from orchard biomass and shells used in electricity generation, which are modeled as displacing average California electricity. Using economic allocation methods produces significantly different results; 1 kg of almonds is responsible for 33 MJ of energy and 1.5 kg CO₂‐eq emissions. Uncertainty analysis of important parameters and assumptions, as well as temporary carbon storage in orchard trees and soils, are explored in the second article of this two‐part article series.     

Site‐specific life cycle assessment of a pilot floating offshore wind farm based on suppliers’ data and geo‐located wind data

Renewable energy systems are essential in coming years to ensure an efficient energy supply while maintaining environmental protection. Despite having low environmental impacts during operation, other phases of the life cycle need to be accounted for. This study presents a geo‐located life cycle assessment of an emerging technology, namely, floating offshore wind farms. It is developed and applied to a pilot project in the Mediterranean Sea. The materials inventory is based on real data from suppliers and coupled to a parameterized model which exploits a geographic information system wind database to estimate electricity production. This multi‐criteria assessment identified the extraction and transformation of materials as the main contributor to environmental impacts such as climate change (70% of the total 22.3 g CO₂ eq/kWh), water use (73% of 6.7 L/kWh), and air quality (76% of 25.2 mg PM2.5/kWh), mainly because of the floater's manufacture. The results corroborate the low environmental impact of this emerging technology compared to other energy sources. The electricity production estimates, based on geo‐located wind data, were found to be a critical component of the model that affects environmental performance. Sensitivity analyses highlighted the importance of the project's lifetime, which was the main parameter responsible for variations in the analyzed categories. Background uncertainties should be analyzed but may be reduced by focusing data collection on significant contributors. Geo‐located modeling proved to be an effective technique to account for geographical variability of renewable energy technologies and contribute to decision‐making processes leading to their development.     

Life Cycle Water Use of Ford Focus Gasoline and Ford Focus Electric Vehicles

Literature data for vehicle life cycle water consumption are limited and contradictory; there are no published estimates of vehicle life cycle water withdrawal. To place future discussions of sustainable mobility on a firmer technical basis, we report the results of a cradle‐to‐grave assessment of water withdrawal and water consumption for the gasoline internal combustion engine vehicle (ICEV) and battery electric vehicle (BEV) variants of the 2012 Ford Focus. U.S. average life cycle water withdrawal and consumption of 531 and 131 cubic meters (m³), respectively, for a lifetime driving distance of 160,000 miles are estimated for the Focus ICEV using E10 gasoline. Employing our upper bound of water use in oil refinery operations and corn and ethanol production increases the life cycle withdrawal and consumption to 1,570 and 761 m³, respectively. The U.S. average life cycle water withdrawal for the Focus BEV is 3,770 m³ (7 times that for the ICEV, reflecting the large volume of cooling water required during electricity generation), whereas the water consumption is 170 m³ (comparable to that for the ICEV). Vehicle use is the most significant phase of the life cycle with fuel production, accounting for 49% of water withdrawal and 82% of water consumption for the ICEV. For the BEV, fuel (electricity) production accounts for 92% of life cycle water withdrawal and 85% of consumption. The results highlight the importance of renewable and sustainable fuels and increased vehicle energy efficiency in providing sustainable mobility.     

Insights on the Use of Hybrid Life Cycle Assessment for Environmental Footprinting

Establishing a comprehensive environmental footprint that indicates resource use and environmental release hotspots in both direct and indirect operations can help companies formulate impact reduction strategies as part of overall sustainability efforts. Life cycle assessment (LCA) is a useful approach for achieving these objectives. For most companies, financial data are more readily available than material and energy quantities, which suggests a hybrid LCA approach that emphasizes use of economic input‐output (EIO) LCA and process‐based energy and material flow models to frame and develop life cycle emission inventories resulting from company activities. We apply a hybrid LCA framework to an inland marine transportation company that transports bulk commodities within the United States. The analysis focuses on global warming potential, acidification, particulate matter emissions, eutrophication, ozone depletion, and water use. The results show that emissions of greenhouse gases, sulfur, and particulate matter are mainly from direct activities but that supply chain impacts are also significant, particularly in terms of water use. Hotspots were identified in the production, distribution, and use of fuel; the manufacturing, maintenance, and repair of boats and barges; food production; personnel air transport; and solid waste disposal. Results from the case study demonstrate that the aforementioned footprinting framework can provide a sufficiently reliable and comprehensive baseline for a company to formulate, measure, and monitor its efforts to reduce environmental impacts from internal and supply chain operations.     

Building Materials in the Operational Phase

How sustainable are the various building materials, and what are the criteria for assessment? The scope of this article is to explore in what ways responsible and conscious use of materials can yield environmental benefits in buildings. In particular, it discusses how material properties related to thermal and hygroscopic mass can be utilized for achieving energy efficiency and good indoor air quality, and how these gains can be included into the context of life cycle assessment (LCA). A case study investigates and compares carbon impacts related to three design concepts for an exterior wall: (A) concrete/rock wool; (B) wood studs/wood fiber; and (C) wood studs/hemp lime. The thermal performance of concepts B and C are modeled to comply with concept A regarding both thermal transmittance (U‐value) and dynamic heat flow (Q_24h) using the design tool WUFI Pro. An environmental cost‐benefit analysis is then accomplished in four steps, regarding (1) manufacturing and transport loads, (2) carbon sequestration in plant‐based materials and recarbonation in concrete/lime, and (3 and 4) potentially reduced operational energy consumption caused by heat and moisture buffering. The input data are based on suggested values and effects found in the literature. The summarized results show that wall A has the highest embodied carbon and the lowest carbon storage and recarbonation effects, whereas wall C2 has the lowest embodied carbon and the highest carbon storage and recarbonation effects. Regarding buffering effects, wall A has the highest potential for thermal buffering, whereas wall C has the highest potential for moisture buffering.     

Optimal design of flax fiber reinforced polymer composite as a lightweight component for automobiles from a life cycle assessment perspective

The present study combines the generalized rule‐of‐mixture (ROM) model and the Ashby material selection method for the life cycle assessment (LCA) of flax fiber reinforced polymers (FRPs) and glass FRPs (GFRPs). The ROM model allows life cycle environmental impact predictions according to specific parameters of flax FRPs such as fiber format, volume fraction, manufacturing technique, and load‐bearing capacity. The comparisons applied in this study are constructed on two common composite structures: mat panels and injection molded struts with equal stiffness and strength as the design criteria. On the one hand, the parametric LCA predicts that the equal strength design criterion for flax FRPs contributes to consistent mass increases, subsequently resulting in higher life cycle environmental impacts compared to the reference GFRPs; on the other hand, under the equal stiffness criterion the flax mat polypropylene (flax mat‐PP) film helps with mass reduction in reference to the glass mat‐PP composite, leading to the 20–50% life cycle environmental impact reductions for most impact categories. The subsequent evaluation of the influences of the fiber volume fraction on flax FRPs shows different patterns. For the short flax fiber‐PP composite, a steady decrease of the life cycle CO₂ emissions can be observed with the increasing fiber volume fraction. However, for the flax mat‐PP composite, depending on the tensile modulus of the flax fiber, the optimal volume fractions of the fiber change from 28 to 32% v/v, whereby the lowest life cycle greenhouse gas (GHG) emissions can be achieved.     

Comparative Environmental Life Cycle Assessment of Conventional and Electric Vehicles

Electric vehicles (EVs) coupled with low‐carbon electricity sources offer the potential for reducing greenhouse gas emissions and exposure to tailpipe emissions from personal transportation. In considering these benefits, it is important to address concerns of problem‐shifting. In addition, while many studies have focused on the use phase in comparing transportation options, vehicle production is also significant when comparing conventional and EVs. We develop and provide a transparent life cycle inventory of conventional and electric vehicles and apply our inventory to assess conventional and EVs over a range of impact categories. We find that EVs powered by the present European electricity mix offer a 10% to 24% decrease in global warming potential (GWP) relative to conventional diesel or gasoline vehicles assuming lifetimes of 150,000 km. However, EVs exhibit the potential for significant increases in human toxicity, freshwater eco‐toxicity, freshwater eutrophication, and metal depletion impacts, largely emanating from the vehicle supply chain. Results are sensitive to assumptions regarding electricity source, use phase energy consumption, vehicle lifetime, and battery replacement schedules. Because production impacts are more significant for EVs than conventional vehicles, assuming a vehicle lifetime of 200,000 km exaggerates the GWP benefits of EVs to 27% to 29% relative to gasoline vehicles or 17% to 20% relative to diesel. An assumption of 100,000 km decreases the benefit of EVs to 9% to 14% with respect to gasoline vehicles and results in impacts indistinguishable from those of a diesel vehicle. Improving the environmental profile of EVs requires engagement around reducing vehicle production supply chain impacts and promoting clean electricity sources in decision making regarding electricity infrastructure.     

Understanding the future of lithium: Part 2, temporally and spatially resolved life‐cycle assessment modeling

An array of emerging technologies, from electric vehicles to renewable energy systems, relies on large‐format lithium ion batteries (LIBs). LIBs are a critical enabler of clean energy technologies commonly associated with air pollution and greenhouse gas mitigation strategies. However, LIBs require lithium, and expanding the supply of lithium requires new lithium production capacity, which, in turn, changes the environmental impacts associated with lithium production since different resource types and ore qualities will be exploited. A question of interest is whether this will lead to significant changes in the environmental impacts of primary lithium over time. Part one of this two‐part article series describes the development of a novel resource production model that predicts future lithium demand and production characteristics (e.g., timing, location, and ore type). In this article, part two, the forecast is coupled with anticipatory life‐cycle assessment (LCA) modeling to estimate the environmental impacts of producing battery‐grade lithium carbonate equivalent (LCE) each year between 2018 and 2100. The result is a normalized life‐cycle impact intensity for LCE that reflects the changing resource type, quantity, and region of production. Sustained growth in lithium demands through 2100 necessitates extraction of lower grade resources and mineral deposits, especially after 2050. Despite the reliance on lower grade resources and differences in impact intensity for LCE production from each deposit, the LCA results show only small to modest increases in impact, for example, carbon intensity increases from 3.2 kg CO₂e/kg LCE in 2020 to 3.3 kg CO₂e/kg LCE in 2100.     

On the Thermodynamics,the Role of the Carbon Cathode,and the Cycle Life of the Sodium Superoxide (NaO2) Battery

Batteries based on the cell reaction between alkali metals and oxygen are highly attractive for energy storage due to their superior theoretical energy density. However, despite continuous progress, fundamental challenges in the further development of these cell systems remain. Understanding the oxygen electrode reaction and improving cycle life, while at the same time maximizing the practical energy density, are some of the most important issues that need to be addressed. Here, the product formation in aprotic sodium‐oxygen cells is studied and it is shown how cycle life and practical capacities can be improved. Different cell reactions (leading to either NaO₂ or Na₂O₂ as discharge products) have recently been reported. To understand whether the carbon structure or the local current density has any influence on the product stoichiometry or the cell performance, several carbon materials with a broad range in properties are tested. Phase‐pure NaO₂ is always found as a discharge product, but capacities range from 300 to values as high as 4000 mAh g(C)^?1 depending on the type of carbon. More importantly, the cycle life of Na/O₂ cells can be largely improved by shallow cycling, steadily yielding capacities of 1666 mAh g(C)^?1 for at least 60 cycles using a Ketjen black carbon electrode.     

Economic and Social Impact Assessment of China's Multi‐Crystalline Silicon Photovoltaic Modules Production

It is important to have insights into the potential sustainability impacts as early as possible in the development of technology. Solar photovoltaic (PV) technologies provide significant environmental, economic, and social benefits in comparison to the conventional energy sources. Because most previous studies of multi‐crystalline silicon (Multi‐Si) PV modules discuss the environmental impacts, this study quantitatively assesses the economic and social impacts of China's multi‐crystalline silicon (mc‐Si) PV modules production stages. The economic analysis is uses life cycle cost analysis, and the social impact analysis is carried out by applying the social index evaluation method. The economic analysis results demonstrate that the main cost of mc‐Si PV modules production in China lies in raw materials and labor and the production of Multi‐Si PV cells have the highest cost among the five manufacturing processes involved in Multi‐Si PV. The result of the social impact analysis reveal that the employment contribution index, S₁₁, is 0.72, indicating that Multi‐Si PV modules production in China has a prominent contribution to employment in comparison with other industries; the labor civilization degree, S₁₂ (i.e., the proportion of mental labor involved in a given job), and labor income contribution index, S₁₃, are both approximately 0.6, indicating that Multi‐Si PV modules production has a less‐significant labor level and income contribution in comparison with other industries; the production capacity contribution index, S₁₄, is merely 0.183, indicating that production of Multi‐Si PV modules does not contribute significantly to the gross domestic product (GDP). Based on the results of these evaluations, some recommendations to improve the economic and social impact of Multi‐Si PV modules production in China are presented, including support for research on polycrystalline silicon production for the purpose of reducing the raw material cost, as well as upgrading manufacturing facilities and implementing the corresponding production training in order to promote the labor civilization degree.     

A Methodical Approach for Systematic Life Cycle Assessment of Wood‐Based Furniture

Existing life cycle assessment (LCA) studies for furniture focus on single pieces of furniture and use a bottom‐up approach based on their bill of materials (BOM) to build up the data inventories. This approach does not ensure completeness regarding material and energy fluxes and representativeness regarding the product portfolio. Integrating material and energy fluxes collected at company level into product LCA (top‐down approach) over‐rides this drawback. This article presents a method for systematic LCA of industrially produced furniture that merges the top‐down approach and bottom‐up approach. The developed method assigns data collected at the company level to the different products while, at the same time, considering that wood‐based furniture is a complex product. Hence, several classifications to reduce the complexity to a manageable level have been developed. Simultaneously, a systematic calculation routine was established. The practical implementation of the developed method for systematic LCA is carried out in a case study within the German furniture industry. The system boundary was set in accord with the EN 15804 specification cradle‐to‐gate‐with‐options. The analysis therefore includes the manufacturing phase supplemented by an end‐of‐life scenario. The case study shows that the manufacturing of semifinished products (especially wood‐based panels and metal components) as well as the electric energy demand in furniture manufacturing account for a notable share of the environmental impacts. A sensitivity analysis indicates that up to roughly 10% of the greenhouse gas emissions are not recorded when conducting an LCA based on a BOM instead of applying the developed approach.