Economic and environmental performance of microalgal energy products - A case study exploring circular bioeconomy principles applied to recycled anaerobic digester waste flows.

This study quantifies the financial and environmental impacts of a microalgal bioenergy system that attempts to maximize circular flows by recovering and reusing the carbon, nutrients, and water within the system. The system produces microalgal biomass using liquid digestate of an anaerobic digester that processes 45 metric tons of food waste and generates 28.6 m3 of permeate daily in California, and three energy production scenarios from the biomass are considered: producing biodiesel, electricity, and both. In all scenarios, the resulting energy products delivered only modest reductions in environmental impacts as measured by carbon dioxide equivalent emissions. The carbon intensities (CIs) of biodiesel from this study were 91.0 gCO2e/MJ and 93.3 gCO2e/MJ, which were lower than 94.71 gCO2e/MJ of conventional petroleum diesel, and the CI of electricity from this study was 70.6 gCO2e/MJ, lower than the average electricity grid CI in California (82.92 gCO2e/MJ). The economic analysis results show that generating electricity alone can be profitable, while biodiesel produced via this system is not cost competitive with conventional diesel due to high capital expenses. Thus, generating electricity in lieu of biodiesel appears to be a better option to maximize the use of waste flows and supply lower-carbon energy.

Circularity of Lithium-Ion Battery Materials in Electric Vehicles.

Batteries have the potential to significantly reduce greenhouse gas emissions from on-road transportation. However, environmental and social impacts of producing lithium-ion batteries, particularly cathode materials, and concerns over material criticality are frequently highlighted as barriers to widespread electric vehicle adoption. Circular economy strategies, like reuse and recycling, can reduce impacts and secure regional supplies. To understand the potential for circularity, we undertake a dynamic global material flow analysis of pack-level materials that includes scenario analysis for changing battery cathode chemistries and electric vehicle demand. Results are produced regionwise and through the year 2040 to estimate the potential global and regional circularity of lithium, cobalt, nickel, manganese, iron, aluminum, copper, and graphite, although the analysis is focused on the cathode materials. Under idealized conditions, retired batteries could supply 60% of cobalt, 53% of lithium, 57% of manganese, and 53% of nickel globally in 2040. If the current mix of cathode chemistries evolves to a market dominated by NMC 811, a low cobalt chemistry, there is potential for 85% global circularity of cobalt in 2040. If the market steers away from cathodes containing cobalt, to an LFP-dominated market, cobalt, manganese, and nickel become less relevant and reach circularity before 2040. For each market to benefit from the recovery of secondary materials, recycling and manufacturing infrastructure must be developed in each region.

Waste management of printed wiring boards: a life cycle assessment of the metals recycling chain from liberation through refining.

Due to economic and societal reasons, informal activities including open burning, backyard recycling, and landfill are still the prevailing methods used for electronic waste treatment in developing countries. Great efforts have been made, especially in China, to promote formal approaches for electronic waste management by enacting laws, developing green recycling technologies, initiating pilot programs, etc. The formal recycling process can, however, engender environmental impact and resource consumption, although information on the environmental loads and resource consumption is currently limited. To quantitatively assess the environmental impact of the processes in a formal printed wiring board (PWB) recycling chain, life cycle assessment (LCA) was applied to a formal recycling chain that includes the steps from waste liberation through materials refining. The metal leaching in the refining stage was identified as a critical process, posing most of the environmental impact in the recycling chain. Global warming potential was the most significant environmental impact category after normalization and weighting, followed by fossil abiotic depletion potential, and marine aquatic eco-toxicity potential. Scenario modeling results showed that variations in the power source and chemical reagents consumption had the greatest influence on the environmental performance. The environmental impact from transportation used for PWB collection was also evaluated. The results were further compared to conventional primary metals production processes, highlighting the environmental benefit of metal recycling from waste PWBs. Optimizing the collection mode, increasing the precious metals recovery efficiency in the beneficiation stage and decreasing the chemical reagents consumption in the refining stage by effective materials liberation and separation are proposed as potential improvement strategies to make the recycling chain more environmentally friendly. The LCA results provide environmental information for the improvement of future integrated technologies and electronic waste management.

Charting the electric vehicle battery reuse and recycling network in North America.

As electric vehicle (EV) sales grow across the world, a common question arises: "what happens to the batteries?" Using expert elicitation, this study identifies the current pathways for retired EV batteries in the United States and Canada and anticipates how the network might evolve in the future. The majority of end-of-life (EOL) EVs are currently managed within the manufacturer and dealership network, but more will enter the independent afterlife market as growing volumes reach EOL out-of-warranty. The interviews indicate that safety, transportation, and accessible information about battery composition and remaining capacity are critical issues across sectors. Participants demonstrated a strong commitment to creating a closed-loop value chain, motivating novel partnerships between recyclers and producers. At the same time, the value of EOL batteries as a material supply source may create competition between recycling and repurposing in the short term. State and federal governments are implementing policies to facilitate access to information and incentivize domestic manufacturing, but compared to other countries, the US lacks a mechanism to ensure that batteries will be collected and recycled. In addition, there is no national tracking system that would provide more robust data on LIB management. Multiple participants noted that the network handles the majority of EOL batteries without significant policy intervention. However, at present, the system depends the economics of reuse and recycling when accounting for the cost of collection and processing, which creates a risk of stranded batteries and/or wasted materials for packs that are lower-value or difficult to access.

The climate benefits from cement carbonation are being overestimated.

Rapid decarbonization of the cement industry is critical to meeting climate goals. Oversimplification of direct air capture benefits from hydrated cement carbonation has skewed the ability to derive decarbonization solutions. Here, we present both global cement carbonation magnitude and its dynamic effect on cumulative radiative forcing. From 1930-2015, models suggest approximately 13.8 billion metric tons (Gt) of CO2 was re-absorbed globally. However, we show that the slow rate of carbonation leads to a climate effect that is approximately 60% smaller than these apparent benefits. Further, we show that on a per kilogram (kg) basis, demolition emissions from crushing concrete at end-of-life could roughly equal the magnitude of carbon-uptake during the demolition phase. We investigate the sensitivity of common decarbonization strategies, such as utilizing supplementary cementitious materials, on the carbonation process and highlight the importance of the timing of emissions release and uptake on influencing cumulative radiative forcing. Given the urgency of determining effective pathways for decarbonizing cement, this work provides a reference for overcoming some flawed interpretations of the benefits of carbonation.

Technical, economic, and environmental feasibility of rice hull ash from electricity generation as a mineral additive to concrete.

A circular economy based on symbiotic relationships among sectors, where the waste from one is resource to another, holds promise for cost-effective and sustainable production. This research explores such a model for the agriculture, energy, and construction sectors in California. Here, we develop new an understanding for the synergistic utilization mechanisms for rice hull, a byproduct from rice production, as a feedstock for electricity generation and rice hull ash (RHA) used as a supplementary cementitious material in concrete. A suite of methods including experimental analysis, techno-economic analysis (TEA), and life-cycle assessment (LCA) were applied to estimate the cost and environmental performance of the system. TEA results showed that the electricity price required for break even on expenses without selling RHA is $0.07/kWh, lower than the market price. As such, RHA may be available at little to no cost to concrete producers. Our experimental results showed the viability of RHA to be used as a supplementary cementitious material, meaning it can replace a portion of the cement used in concrete. LCA results showed that replacing 15% of cement with RHA in concrete can reduce carbon dioxide equivalent (CO2e) emissions by 15% while still meeting material performance targets. While the substitution rate of RHA for cement may be modest, RHA generated from California alone could mitigate 0.2% of total CO2e from the entire cement production sector in the United States and 1% in California.

Overcoming barriers to improved decision-making for battery deployment in the clean energy transition.

Decarbonization plans depend on the rapid, large-scale deployment of batteries to sufficiently decarbonize the electricity system and on-road transport. This can take many forms, shaped by technology, materials, and supply chain selection, which will have local and global environmental and social impacts. Current knowledge gaps limit the ability of decision-makers to make choices in facilitating battery deployment that minimizes or avoids unintended environmental and social consequences. These gaps include a lack of harmonized, accessible, and up-to-date data on manufacturing and supply chains and shortcomings within sustainability and social impact assessment methods, resulting in uncertainty that limits incorporation of research into policy making. These gaps can lead to unintended detrimental effects of large-scale battery deployment. To support decarbonization goals while minimizing negative environmental and social impacts, we elucidate current barriers to tracking how decision-making for large-scale battery deployment translates to environmental and social impacts and recommend steps to overcome them.

Incorporating time-corrected life cycle greenhouse gas emissions in vehicle regulations.

Beginning with model year 2012, light-duty vehicles sold in the U.S. are subject to new rules that regulate tailpipe greenhouse gas (GHG) emissions based on grams of CO(2)-equivalent per mile (gCO(2)e/mi). However, improvements in vehicle technology, lower-carbon fuels, and improvements in GHG accounting practices which account for distortions related to emissions timing all contribute to shifting a greater portion of life cycle emissions away from the vehicle use phase and toward the vehicle production phase. This article proposes methods for calculating time-corrected life cycle emissions intensity on a gCO(2)e/mi basis and explores whether regulating only tailpipe CO(2) could lead to an undesirable regulatory outcome, where technologies and vehicle architectures with higher life cycle GHGs are favored over technologies with lower life cycle emissions but with higher tailpipe GHG emissions. Two life cycle GHG assessments for future vehicles are presented in addition to time correction factors for production and end-of-life GHG emissions. Results demonstrate that, based on the vehicle designs considered here, there is a potential for favoring vehicles with higher life cycle emissions if only tailpipe emissions are regulated; moreover, the application of time correction factors amplifies the importance of production emissions and the potential for a perverse outcome.

Grass-fed vs. grain-fed beef systems: performance, economic, and environmental trade-offs.

Between increasing public concerns over climate change and heightened interest of niche market beef on social media, the demand for grass-fed beef has increased considerably. However, the demand increase for grass-fed beef has raised many producers' and consumers' concerns regarding product quality, economic viability, and environmental impacts that have thus far gone unanswered. Therefore, using a holistic approach, we investigated the performance, carcass quality, financial outcomes, and environmental impacts of four grass-fed and grain-fed beef systems currently being performed by ranchers in California. The treatments included 1) steers stocked on pasture and feedyard finished for 128 d (CON); 2) steers grass-fed for 20 mo (GF20); 3) steers grass-fed for 20 mo with a 45-d grain finish (GR45); and 4) steers grass-fed for 25 mo (GF25). The data were analyzed using a mixed model procedure in R with differences between treatments determined by Tukey HSD. Using carcass and performance data from these systems, a weaning-to-harvest life cycle assessment was developed in the Scalable, Process-based, Agronomically Responsive Cropping Systems model framework, to determine global warming potential (GWP), consumable water use, energy, smog, and land occupation footprints. Final body weight varied significantly between treatments (P < 0.001) with the CON cattle finishing at 632 kg, followed by GF25 at 570 kg, GR45 at 551 kg, and GF20 478 kg. Dressing percentage differed significantly between all treatments (P < 0.001). The DP was 61.8% for CON followed by GR45 at 57.5%, GF25 at 53.4%, and GF20 had the lowest DP of 50.3%. Marbling scores were significantly greater for CON compared to all other treatments (P < 0.001) with CON marbling score averaging 421 (low-choice ≥ 400). Breakeven costs with harvesting and marketing for the CON, GF20, GR45, and GF25 were $6.01, $8.98, $8.02, and $8.33 per kg hot carcass weight (HCW), respectively. The GWP for the CON, GF20, GR45, and GF25 were 4.79, 6.74, 6.65, and 8.31 CO2e/kg HCW, respectively. Water consumptive use for CON, GF20, GR45, and GF25 were 933, 465, 678, and 1,250 L/kg HCW, respectively. Energy use for CON, GF20, GR45, and GF25 were 18.7, 7.65, 13.8, and 8.85 MJ/kg HCW, respectively. Our results indicated that grass-fed beef systems differ in both animal performance and carcass quality resulting in environmental and economic sustainability trade-offs with no system having absolute superiority.

Between the influence of the "food elite" on social media and increasing public concerns over climate change, consumer demand for grass-fed beef has increased considerably. Although many consumers perceive grass-fed beef as more environmentally friendly than grain-fed beef, there is a dearth of research available to address these consumer claims. In order to answer both consumer and producer concerns, we performed an experiment that evaluated the environmental footprint (i.e., water, land, greenhouse gasses, and energy), beef quality, and economic outcome of four beef cattle production systems on the West coast. The four systems included conventional beef finished on grain for 128 d, steers grass-fed for 20 mo, steers grass-fed for 20-mo with a 45-d grain finish, and steers grass-fed for 25 mo. We found that varying grass-fed and grain-fed production systems resulted in different environmental effects. The conventional system produced the lowest greenhouse gas footprint but required the highest energy input. The grass-fed for 20 mo used the least amount of water but produced the greatest greenhouse gas. In conclusion, this study illustrated the complexities underpinning beef sustainability; no system resulted in absolute economic, meat quality, and environmental superiority.

Growing Progress in the Evolving Science, Business, and Policy of Sustainable Nutrition.

A session was convened at the ASN Nutrition 2018 annual meeting to discuss the scientific evidence on what makes individual foods and dietary patterns both sustainable and nutritious, and the role of various stakeholders in the actions needed to implement food systems that deliver "sustainable nutrition." This commentary is a structured synthesis of the primary themes of the session, and concludes with a set of implications and research recommendations. Consumers are becoming increasingly aware of the environmental implications of what they eat, and there is growing momentum toward changes in the food system. However, ecological challenges persist, and although the literature is evolving, methodologic improvements are needed in the scientific approaches to address dietary patterns that meet nutrition needs in more holistically sustainable ways. The session concluded with encouraging evidence that consumers, businesses, scientists, and policy-makers are collectively "rising to the occasion," with cross-sectoral partnerships to address these issues.

Comparing life cycle assessments of different biofuel options.

Life cycle assessment (LCA) has shown that first generation biofuels provide a little to no benefit for greenhouse gas (GHG) reductions compared to petroleum fuels, particularly when indirect effects are considered. Second generation fuels are intended to achieve greater GHG reductions and avoid other sustainability issues. LCAs of second generation biofuels exhibit great variability and uncertainty, leading to inconclusive results for the performance of particular pathways (combinations of feedstocks and fuels). Variability arises in part because of the prospective nature of LCAs for future fuels; however, a review of recent articles on biofuel LCA methodology indicates two additional sources of variability: real sources such as spatiotemporal heterogeneity, and methodological sources such as choices for co-product allocation methods and system boundary definition.

Accounting for time-dependent effects in biofuel life cycle greenhouse gas emissions calculations.

This paper proposes a time correction factor (TCF) to properly account for the timing of land use change-derived greenhouse gas emissions in the biofuels life cycle. Land use change emissions occur at the outset of biofuel feedstock production, and are typically amortized over an assumed time horizon to assign the burdens of land use change to multiple generations of feedstock crops. Greenhouse gas intensity calculations amortize emissions by dividing them equally over a time horizon, overlooking the fact that the effect of a greenhouse gas increases with the time it remains in the atmosphere. The TCF is calculated based on the relative climate change effect of an emission occurring at the outset of biofuel feedstock cultivation versus one amortized over a time horizon. For time horizons between 10 and 50 years, the TCF varies between 1.7 and 1.8 for carbon dioxide emissions, indicating that the actual climate change effect of an emission is 70-80% higher than the effect of its amortized values. The TCF has broad relevance for correcting the treatment of emissions timing in other life cycle assessment applications, such as emissions from capital investments for production systems or manufacturing emissions for renewable energy technologies.