Sustainable and smart mobility and associated energy systems are key to decarbonise the EU and develop a clean, resource efficient, circular and carbon-neutral future. To achieve the 2030 and 2050 targets, technological and societal changes are needed. This transition will inevitably change the composition of the future EU fleet, with an increasing share of electric vehicles (xEVs). To assess the potential contribution of lithium-ion traction batteries (LIBs) in decreasing the environmental burdens of EU mobility, several aspects should be included. Even though environmental assessments of batteries along their life-cycle have been already conducted using life-cycle assessment, a single tool does not likely provide a complete overview of such a complex system. Complementary information is provided by material flow analysis and criticality assessment, with emphasis on supply risk. Bridging complementary aspects can better support decision-making, especially when different strategies are simultaneously tackled. The results point out that the future life-cycle GWP of traction LIBs will likely improve, mainly due to more environmental-friendly energy mix and improved recycling. Even though second-use will postpone available materials for recycling, both these end-of-life strategies allow keeping the values of materials in the circular economy, with recycling also contributing to mitigate the supply risk of Lithium and Nickel.

No abstract

Waste tyres and their accumulation is a global environmental concern; they are not biodegradable, and, globally, an estimated 1.5 billion are generated annually. Every year around 350,000 tons of end-of-life tyres (ELT) are managed in Italy, collected from cars, two-wheeled vehicles, trucks, up to large quarry vehicles and agricultural vehicles. ELTs are collected and sent for material or energy recovery, in line with the circular economy principles. This paper investigates the environmental impacts of two common scenarios of ELT treatments. Specifically, it is analysed the recycling of crumb rubber (CR, deriving from the tyre shredding) for the composition of bituminous mixtures for the wearing course of roads. This scenario is compared with the energy recovery route in a dedicated incinerator. To this aim the standardised methodology of Life Cycle Assessment (ISO 14040-44) is employed. Results shows that for most part of the impact categories analysed, the material recovery presents higher environmental benefits if compared with energy recovery.

No abstract

No abstract