A Range-Based Vehicle Life Cycle Assessment Incorporating Variability in the Environmental Assessment of Different Vehicle Technologies and Fuels

Maarten Messagie,Thierry Coosemans,Cathy Macharis,Joeri Mierlo,Faycal-Siddikou Boureima

doi:10.3390/en7031467

Maarten Messagie, Thierry Coosemans + Show 3 more

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https://doi.org/10.3390/en7031467

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Journal: Energies	Publication Date: Mar 11, 2014
Citations: 164	License type: CC BY 3.0

Affiliation: Vrije Universiteit Brussel

Abstract

How to compare the environmental performance of different vehicle technologies? Vehicles with lower tailpipe emissions are perceived as cleaner. However, does it make sense to look only to tailpipe emissions? Limiting the comparison only to these emissions denies the fact that there are emissions involved during the production of a fuel and this approach gives too much advantage to zero-tailpipe vehicles like battery electric vehicles (BEV) and fuel cell electric vehicle (FCEV). Would it be enough to combine fuel production and tailpipe emissions? Especially when comparing the environmental performance of alternative vehicle technologies, the emissions during production of the specific components and their appropriate end-of-life treatment processes should also be taken into account. Therefore, the complete life cycle of the vehicle should be included in order to avoid problem shifting from one life stage to another. In this article, a full life cycle assessment (LCA) of petrol, diesel, fuel cell electric (FCEV), compressed natural gas (CNG), liquefied petroleum gas (LPG), hybrid electric, battery electric (BEV), bio-diesel and bio-ethanol vehicles has been performed. The aim of the manuscript is to investigate the impact of the different vehicle technologies on the environment and to develop a range-based modeling system that enables a more robust interpretation of the LCA results for a group of vehicles. Results are shown for climate change, respiratory effects, acidification and mineral extraction damage of the different vehicle technologies. A broad range of results is obtained due to the variability within the car market. It is concluded that it is essential to take into account the influence of all the vehicle parameters on the LCA results.

Highlights

The transportation sector is responsible for the emission of large quantities of pollutants to the atmosphere, which have local, regional or global effects on environmental receptors [1]
This creates a bias towards zero-tailpipe emission vehicles, as the environmental impacts associated with the production of specific components, such as batteries, are not taken into consideration in a WTW study
For alternative vehicles such as fuel cell electric vehicle (FCEV) and battery electric vehicles (BEV) the recycling of specific components such as the fuel cell or the lithium battery has a big environmental benefit, as the recycled materials are modeled as an avoided virgin material production

Summary

Introduction

The transportation sector is responsible for the emission of large quantities of pollutants to the atmosphere, which have local, regional or global effects on environmental receptors (people, materials, agriculture, ecosystems, climate, etc.) [1]. A WTW assessment only considers the production of the fuel or electricity (Well-to-Tank) and the tailpipe emissions (Tank-to-Wheel) This creates a bias towards zero-tailpipe emission vehicles, as the environmental impacts associated with the production of specific components, such as batteries, are not taken into consideration in a WTW study. A life cycle assessment considers the full life of a product system and is limited to the production and usage of the fuel or electricity. It includes the extraction of raw materials, the manufacturing of components, the assembly, the use stage (on a well-to-wheel (WTW) basis) and the end-of-life (EoL)

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