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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., Competing Interests: The authors declare no conflict of interest., (© 2024 The Author(s).)

The large-scale adoption of low-carbon technologies can result in trade-offs between technical, socio-economic, and environmental aspects. To assess such trade-offs, discipline-specific models typically used in isolation need to be integrated to support decisions. Integrated modeling approaches, however, usually remain at the conceptual level, and operationalization efforts are lacking. Here, we propose an integrated model and framework to guide the assessment and engineering of technical, socio-economic, and environmental aspects of low-carbon technologies. The framework was tested with a case study of design strategies aimed to improve the material sustainability of electric vehicle batteries. The integrated model assesses the trade-offs between the costs, emissions, material criticality, and energy density of 20,736 unique material design options. The results show clear conflicts between energy density and the other indicators: i.e., energy density is reduced by more than 20% when the costs, emissions, or material criticality objectives are optimized. Finding optimal battery designs that balance between these objectives remains difficult but is essential to establishing a sustainable battery system. The results exemplify how the integrated model can be used as a decision support tool for researchers, companies, and policy makers to optimize low-carbon technology designs from various perspectives.

In Europe, regions in the Mediterranean area share common characteristics in terms of high sensitivity to climate change impacts. Does this translate into specificities regarding climate action that could arise from these Mediterranean characteristics? This paper sheds light on regional and local climate mitigation actions of the Mediterranean Europe, focusing on the plans to reduce greenhouse gases emissions in a representative sample of 51 regions and 73 cities across 9 Mediterranean countries (Croatia, Cyprus, France, Greece, Italy, Malta, Portugal, Slovenia, Spain). The study investigates: (i) the availability of local and regional mitigation plans, (ii) their goals in term of greenhouse gas emissions reduction targets on the short and medium-long term, and (iii) the impact of transnational climate networks on such local and regional climate mitigation planning. Results of this study indicate an uneven and fragmented planning, that shows a Mediterranean West-East divide, and a link with population size. However, overall, both regional and city action seem insufficiently ambitious with regards to meeting the Paris Agreement, at least at city level. While national frameworks are currently weak in influencing regional and local actions, transnational networks seem to be engaging factors for commitment (at city level) and ambitiousness (at regional level). The uneven and fragmented progress revealed by this study, does not align with the characteristics shared by investigated regions and cities in terms of environmental, socio-political, climatic and economic conditions. The results support the call of a common green deal at the Mediterranean level to further address specific Mediterranean challenges and related needs. This will allow to capitalise on available resources, generate local-specific knowledge, build capacities, and support Mediterranean regions and cities in preparing the next generation of more ambitious mitigation plans., (Copyright © 2021 Elsevier Ltd. All rights reserved.)

Economically viable electric vehicle lithium-ion battery recycling is increasingly needed; however routes to profitability are still unclear. We present a comprehensive, holistic techno-economic model as a framework to directly compare recycling locations and processes, providing a key tool for recycling cost optimization in an international battery recycling economy. We show that recycling can be economically viable, with cost/profit ranging from (-21.43 - +21.91) $·kWh -1 but strongly depends on transport distances, wages, pack design and recycling method. Comparing commercial battery packs, the Tesla Model S emerges as the most profitable, having low disassembly costs and high revenues for its cobalt. In-country recycling is suggested, to lower emissions and transportation costs and secure the materials supply chain. Our model thus enables identification of strategies for recycling profitability., Competing Interests: The authors declare no competing interests., (© 2021 The Authors.)

An amendment to this paper has been published and can be accessed via a link at the top of the paper.

Rapid growth in the market for electric vehicles is imperative, to meet global targets for reducing greenhouse gas emissions, to improve air quality in urban centres and to meet the needs of consumers, with whom electric vehicles are increasingly popular. However, growing numbers of electric vehicles present a serious waste-management challenge for recyclers at end-of-life. Nevertheless, spent batteries may also present an opportunity as manufacturers require access to strategic elements and critical materials for key components in electric-vehicle manufacture: recycled lithium-ion batteries from electric vehicles could provide a valuable secondary source of materials. Here we outline and evaluate the current range of approaches to electric-vehicle lithium-ion battery recycling and re-use, and highlight areas for future progress.

To evaluate the material flows associated with construction and demolition in different countries it is necessary to have a consistent set of data. However, data collected by regulators and governments differ and this study used concrete as a case in point. Concrete is a significant man-made material in construction whose use reflects socio-economic variation between countries. Flows of natural components, cement and aggregates, are investigated from extraction to final disposal following demolition (Tangtinthai et al., 2019). The housing sector dominates the use of concrete in urbanized areas and greatly reflects socio-economic and resource extraction issues. To compare concrete stock, use and policies of contrasting countries the data from Thailand and Great Britain (GB) are considered, but as reported they differ for each country. We present here the results of the calculations required to generate an internally consistent database for Great Britain and for Thailand that enables an informed materials flow analysis to be undertaken on materials consumed and generated during construction and demolition of concrete structures. The research methodology and calculations for national cement and concrete production (including clinker, cement kiln dust, gypsum, and aggregates) and the resulting datasets help to make projections that shape policy requirements for Thailand and other emerging economies as reported in (Tangtinthai et al., 2019).

Rapid urbanisation, with associated housing and infrastructure demands, leads to increased mining and use of non-renewable mineral raw materials needed for the construction industry including concrete and cement. In an emerging economy, like Thailand, which is part of Association of Southeast Asian Nations (ASEAN), current environmental management policies are insufficient to reduce raw material requirements or waste from demolition by generating inputs to construction through reuse or recycling. As part of the European Union (EU), Great Britain has successfully implemented integrated policies and achieved high rates of recycled aggregates in construction (29%) and a 70% reuse and recycling target for construction and demolition (C&D) waste. In this paper, Material Flow Analysis (MFA) of cement/concrete materials is combined with an interpretation of related policies to provide a deeper understanding how to achieve more sustainable management of natural resources. A comparative MFA for the construction industry in Great Britain and Thailand (representing an ASEAN country) has been developed that quantifies raw material inputs, buildings and infrastructure outputs, so that the practices in the two countries can be contrasted. We report domestic cement production and import/export data, and calculate the raw materials needed for cement and its calcination process for concrete production. Considering the most relevant policies and taxation in Great Britain, we identify possible ways forward for Thailand by introducing new policies and taxation that will have positive effects on raw material extraction, processing, construction and disposal practices and disposal behaviors. Following the MFA and policy analysis, we believe that similar benefits apply to other emerging economies., (Crown Copyright © 2019. Published by Elsevier Ltd. All rights reserved.)

Cities are recognised as key players in global adaptation and mitigation efforts because the majority of people live in cities. However, in Europe, which is highly urbanized and one of the most advanced regions in terms of environmental policies, there is considerable diversity in the regional distribution, ambition and scope of climate change responses. This paper explores potential factors contributing to such diversity in 200 large and medium-sized cities across 11 European countries. We statistically investigate institutional, socio-economic, environmental and vulnerability characteristics of cities as potential drivers of or barriers to the development of urban climate change plans. Our results show that factors such as membership of climate networks, population size, GDP per capita and adaptive capacity act as drivers of mitigation and adaptation plans. By contrast, factors such as the unemployment rate, warmer summers, proximity to the coast and projected exposure to future climate impacts act as barriers. We see that, overall, it is predominantly large and prosperous cities that engage in climate planning, while vulnerable cities and those at risk of severe climate impacts in the future are less active. Our analysis suggests that climate change planning in European cities is not proactive, i.e. not significantly influenced by anticipated future impacts. Instead, we found that the current adaptive capacity of a city significantly relates to climate planning. Along with the need to further explore these relations, we see a need for more economic and institutional support for smaller and less resourceful cities and those at high risk from climate change impacts in the future.

Stakeholder approaches have been applied to the management of companies with a view to the improvement of all areas of performance, including economic, health and safety, waste reduction, future policies, etc. However no agreement exists regarding stakeholders, their interests and levels of importance. This paper considers stakeholder analysis with particular reference to environmental and waste management systems. It proposes a template and matrix model for identification of stakeholder roles and influences by rating the stakeholders. A case study demonstrates the use of these and their ability to be transferred to other circumstances and organizations is illustrated by using a large educational institution.