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The United States Postal Service (USPS) plans to purchase 165,000 next-generation delivery vehicles (NGDVs) between 2023 and 2032. The USPS submitted an environmental impact statement (EIS) for two NGDV procurement scenarios: (1) 90% internal combustion engine vehicles (ICEVs) and 10% battery electric vehicles (BEVs) ("ICEV scenario") and (2) 100% BEVs ("BEV scenario"). To correct several significant deficiencies in the EIS, we conduct a cradle-to-grave life cycle greenhouse gas (GHG) assessment of these two scenarios. Our analysis improves upon the USPS's EIS by including vehicle production and end-of-life emissions, future grid decarbonization, and more accurate vehicle operating emissions. In our base case, we find that the ICEV and BEV scenarios would result in 15% greater and 8% fewer GHG emissions, respectively, than the USPS estimate. Favorable vehicle and grid development would result in 63% lower BEV scenario emissions than the USPS estimate. Consequently, we calculate a cumulative lifetime emission reduction of 57-82% (14.7-21.4 Mt CO

India is the third largest contributor of greenhouse gases and its transportation emissions account for nearly one-fifth of all greenhouse gas (GHG) emissions. Furthermore, the transportation sector accounts a significant part of other air pollutant emissions that have damaging consequences to human health. Up until now, it was unclear what the greenhouse gas and air pollutant emissions consequences of electrifying vehicles in India would be, as replacing traditional vehicles with electrified ones reduces tailpipe emissions, but it will increase the emissions from the power sector when vehicles are charging. We mitigate that gap in the literature by performing a state specific life-cycle assessment of GHGs and criteria air pollutant emissions for representative passenger vehicles (four-wheelers, three-wheelers, two-wheelers and buses) driven in Indian states/union territories. We consider several vehicle technologies (internal combustion engine (ICE) vehicles, battery electric vehicles (BEVs), hybrid electric vehicles (HEVs) and plug-in hybrid electric vehicles (PHEVs)). We find that in most states, four-wheeler BEVs have higher greenhouse gases and criteria air pollutant emissions than other conventional or alternative vehicles and thus electrification of that vehicle class would not lead to emissions reductions. In contrast, in most states, electrified buses and three-wheelers are the best strategy to reduce greenhouse gases, but these are also the worst solution in terms of criteria air pollutant emissions. Electrified two-wheelers have lower criteria air pollutant emissions than gasoline only in five states. The striking conclusion is that unless the Indian grid becomes less polluting, the case for widespread electrification of vehicles for sustainability purposes is simply not there. Moving towards a sustainable, low carbon and low pollution electricity grid is a requirement to make a widespread transportation electrification case for India.

Treatment of domestic wastewater can recover valuable resources, including clean water, energy, and ammonia. Important metrics for these systems are greenhouse gas (GHG) emissions and embodied energy, both of which are location- and technology-dependent. Here, we determine the embodied energy and GHG emissions resulting from a conventional process train, and we compare them to a nonconventional process train. The conventional train assumes freshwater conveyance from a pristine source that requires energy for pumping (US average of 0.29 kWh/m

Renewable natural gas (RNG) sources are being considered in future energy strategy discussions as potential replacements for fossil natural gas (FNG). While today's supply of RNG resources is insufficient to meet U.S. demands, there is significant interest in its viability to supplement and decarbonize the natural gas supply. However, the studies compare the life cycle global warming potential (GWP) of various RNG production pathways are lacking and focus mostly on a singular pathway. This effort is an attempt to close this gap and provide a comparison between the life cycle GWP of three major RNG pathways and the FNG pathway. The three RNG pathways evaluated are anaerobic digestion (AD), thermal gasification (TG), and power-to-gas (P2G) using various feedstocks. The functional unit is 1 MJ of compressed RNG ready for injection into the natural gas transmission network. The results show that RNG production is not always carbon neutral or negative. Depending on the pathway, the GWP impact of RNG production can range from -229 to 27 g CO

The climate crisis is urging us to act fast. Buildings are a key leverage point in reducing greenhouse gas (GHG) emissions, but the embodied emissions related to their construction often remain the hidden challenge of any ambitious policy. Therefore, in this paper, we explored material GHG neutralization where herbaceous biobased insulation materials with negative net-global warming potentials (GWPs) were used to compensate for building elements that necessarily release GHGs. Different material diets, as well as different building typologies, were modeled to assess the consequences in terms of biobased insulation requirements to reach climate neutrality. Our results show that climate-neutral construction can be built with sufficient energy performance to fulfill current standards and with building component thicknesses within a range of 1.05–0.58 m when timber- and bamboo-based construction is chosen. Concrete-based ones require insulation sizes that are too large and heavy to be supported by the dimensioned structures or accepted by urban regulations. Moreover, a time horizon of 20 years is more appropriate for assessing the contribution of material shifts to biobased materials in the transition period before 2050. This paper demonstrates that this is technically feasible and that climate neutrality in the construction sector just depends on the future that we choose., Environmental Science & Technology, 56 (8), ISSN:0013-936X, ISSN:1520-5851

Uncertainties in supply chain emissions raise questions about the benefits of natural gas as a bridge fuel, but recent efficiency improvements in gas-fired electricity generation remain overlooked. Our comprehensive analysis of supply chain infrastructure and electricity generation across the United States informs spatially and temporally resolved estimates of life cycle greenhouse gas emissions. Results show decreasing life cycle emissions over each year examined: 629, 574, and 525 kg CO

South Korea is a global leader in electronics, but little is known about their climate change impact. Here, we estimate the direct and indirect greenhouse gas (GHG) emissions of Korean electronics by developing a new and high-resolution (∼380 sectors) environmentally extended input-output model, named KREEIO. We find that final demand for Korean electronics led to nearly 8% of national GHG emissions in 2017, mostly because of indirect emissions embodied in the electronics supply chain. Notably, the semiconductor and display sectors contributed 3.2% and 2.4% to national emissions, with capital investment accounting for 17% of the two sectors' total emissions or nearly 1% of national emissions. For other electronic products, scope 1, scope 2, and upstream scope 3 emissions on average accounted for 3%, 10%, and 87% of a sector's GHG intensity, respectively. Detailed contribution analysis suggests that reducing Korean electronics GHG emissions would benefit most from the transition to a low-carbon electricity grid, but mitigation efforts in many other sectors such as metals and chemicals are also important. Overall, our study underscores the significance of electronics GHG emissions in South Korea, especially those from semiconductors and displays, and the mitigation challenges these sectors face as demand continues to grow globally.

We conduct a consequential lifecycle analysis (LCA) of greenhouse gas (GHG) emissions from North American liquefied natural gas (LNG) export projects, estimating the change in global natural gas and coal use resulting from the market effects of increased LNG trade. We estimate that building a 2.1 billion cubic feet per day (Bcfd) LNG export facility, equivalent to one of the larger LNG projects under development in the US today, will change global GHG emissions -39 to 11 Mt CO

Global warming potential (GWP) has been widely used in the life cycle assessment (LCA) to quantify the climate impacts of energy technologies. Most LCAs are static analyses without considering the dynamics of greenhouse gas (GHG) emissions and changes in background GHG concentrations. This study presents a dynamic approach to analyze the life-cycle GWP of energy technologies in different timeframes and representative GHG concentration pathways. Results show that higher atmospheric GHG concentrations lead to higher life-cycle GWP for long-term analysis. The impacts of background GHG concentrations are more significant for technologies with large operational emissions or CH

Natural gas (NG) produced in Western Canada is a major and growing source of Canada's energy and greenhouse gas (GHG) emissions portfolio. Despite recent progress, there is still only limited understanding of the sources and drivers of Western Canadian greenhouse gas (GHG) emissions. We conduct a case study of a production facility based on Seven Generation Energy Ltd.'s Western Canadian operations and an upstream NG emissions intensity model. The case study upstream emissions intensity is estimated to be 3.1-4.0 gCO2e/MJ NG compared to current best estimates of British Columbia (BC) emissions intensities of 6.2-12 gCO2e/MJ NG and a US average estimate of 15 gCO2e/MJ. The analysis reveals that compared to US studies, public GHG emissions data for Western Canada is insufficient as current public data satisfies only 50% of typical LCA model inputs. Company provided data closes most of these gaps (∼80% of the model inputs). We recommend more detailed data collection and presentation of government reported data such as a breakdown of vented and fugitive methane emissions by source. We propose a data collection template to facilitate improved GHG emissions intensity estimates and insight about potential mitigation strategies.

This study compares the environmental impacts of a centralized natural gas combined cycle (NGCC) and a distributed natural gas-fired combined heat and power (CHP) energy system in the United States. We develop an energy-balance model in which each energy system supplies the electric, heating, and cooling demands of 16 commercial building types in 16 climate zones of the United States. We assume a best-case scenario where all the CHP's heat and power are allocated toward building demands to ensure robust results. We quantify the greenhouse gas (GHG) emissions, conventional air pollutants (CAPs), and natural gas (NG) consumption. In most cases, the decentralized CHP system increases GHG emissions, decreases CAP emissions, and decreases NG consumption relative to the centralized NGCC system. Only fuel-cell CHPs were able to simultaneously reduce GHG, CAP, and NG consumption relative to the NGCC-based system. The results suggest that despite their energy efficiency benefits, standard distributed CHP-based systems typically do not have enough benefits compared to an NGCC-based system to justify a reorganization of existing infrastructure systems. Because fuel-cell CHPs can also use hydrogen as a fuel source, they are compatible with decarbonized energy systems and may aid in the transition toward a cleaner energy economy.

Urban passenger land transport is an important source of greenhouse gas (GHG) emissions globally, but it is challenging to mitigate these emissions as this sector interacts with many other economic sectors. We develop the Climate change constrained Urban passenger Transport Integrated Life cycle assessment (CURTAIL) model to outline mitigation pathways of urban passenger land transport that are consistent with ambitious climate targets. CURTAIL uses the transport activity of exogenously defined modal shares to simulate the associated annual vehicle stocks, sales, and life cycle GHG emissions. It estimates GHG emission budgets that are consistent with global warming below 2 and 1.5 °C above preindustrial levels and seeks mitigation strategies to remain within the budgets. We apply it to a case study of Singapore, a city-state. Meeting a 1.5 °C target requires strong commitments in the transport and electricity sectors, such as reducing the motorized passenger activity, accelerating the deployment of public transit and of electrification, and decarbonizing the power generation system. Focusing on one mitigation technology or one mode of transport alone will not be sufficient to meet the target. Our novel model could be applied to any city to provide insights relevant to the design of urban climate change mitigation targets and policies.

This study performed technoeconomic and life-cycle analyses to assess the economic feasibility and emission benefits and tradeoffs of various biofuel production pathways as an alternative to conventional marine fuels. We analyzed production pathways for (1) Fischer-Tropsch diesel from biomass and cofeeding biomass with natural gas or coal, (2) renewable diesel via hydroprocessed esters and fatty acids from yellow grease and cofeeding yellow grease with heavy oil, and (3) bio-oil via fast pyrolysis of low-ash woody feedstock. We also developed a new version of the Greenhouse gases, Regulated Emissions, and Energy use in Transportation (GREET) marine fuel module for the estimation of life-cycle greenhouse gas (GHG) and criteria air pollutant (CAP) emissions of conventional and biobased marine fuels. The alternative fuels considered have a minimum fuel selling price between 2.36 and 4.58 $/heavy fuel oil gallon equivalent (HFOGE), and all exhibit improved life-cycle GHG emissions compared to heavy fuel oil (HFO), with reductions ranging from 40 to 93%. The alternative fuels also exhibit reductions in sulfur oxides and particulate matter emissions. Additionally, when compared with marine gas oil and liquified natural gas, they perform favorably across most emission categories except for cases where carbon and sulfur emissions are increased by the cofed fossil feedstocks. The pyrolysis bio-oil offers the most promising marginal CO2 abatement cost at less than $100/tonne CO2e for HFO prices >$1.09/HFOGE followed by Fischer-Tropsch diesel from biomass and natural gas pathways, which fall below $100/tonne CO2e for HFO prices >$2.25/HFOGE. Pathways that cofeed fossil feedstocks with biomass do not perform as well for marginal CO2 abatement cost, particularly at low HFO prices. This study indicates that biofuels could be a cost-effective means of reducing GHG, sulfur oxide, and particulate matter emissions from the maritime shipping industry and that cofeeding biomass with natural gas could be a practical approach to smooth a transition to biofuels by reducing alternative fuel costs while still lowering GHG emissions, although marginal CO2 abatement costs are less favorable for the fossil cofeed pathways.

Making a cost-effective governance of greenhouse gas (GHG) emissions and air pollution is of great importance for megacities to pursue a sustainable future. To achieve this, the present study advocates megacities to implement a two-tier synergic governance system consisting of both synergic governance between GHG and air pollutant emission reductions and between megacities and their surrounding regions. Based on the LEAP model and WRF-SMOKE-CMAQ simulation platform, this study found that climate governance of China's megacity, Shenzhen, could synergistically contribute to decreasing urban annual PM2.5 concentration by 5.6% in 2030. Using synergic governance with surrounding regions could further help cap and then quickly decrease the megacity's GHG emissions and lower its PM2.5 concentrations by an additional 11.8%. The results demonstrated the substantial effects of transdepartment and transregional synergic governance on Shenzhen's GHG emission reduction and air quality improvement. Furthermore, this study suggested road transportation and power generation and supply as the two priority fields for wide-ranging megacities to promote two-tier synergic governance, highlighting an integration of improved urban electrification with high-efficiency electricity use and a renewable-based power supply.

China has implemented strong incentives to promote the market penetration of plug-in electric vehicles (PEVs). In this study, we compare the well-to-wheels (WTW) greenhouse gas (GHG) emission intensities of PEVs with those of gasoline vehicles at the provincial level in the year 2017 by considering the heterogeneity in the consumption-based electricity mix and climate impacts on vehicle fuel economy. Results show a high variation of provincial WTW GHG emission intensities for battery electric vehicles (BEVs, 22-293 g CO2eq/km) and plug-in hybrid electric vehicles (PHEVs, 82-298 g CO2eq/km) in contrast to gasoline internal combustion engine vehicles (ICEVs, 227-245 g CO2eq/km) and gasoline hybrid electric vehicles (HEVs, 141-164 g CO2eq/km). Due to the GHG-intensive coal-based electricity and cold weather, WTW GHG emission intensities of BEVs and PHEVs are higher than those of gasoline ICEVs in seven and ten northern provinces in China, respectively. WTW GHG emission intensities of gasoline HEVs, on the other hand, are lower in 18 and 26 provinces than those of BEVs and PHEVs, respectively. The analysis suggests that province-specific PEV and electric grid development policies should be considered for GHG emission reductions of on-road transportation in China.

Residential energy demand can be greatly influenced by the types of housing structures that households live in, but few studies have assessed changes in the composition of housing stocks as a strategy for reducing residential energy demand or greenhouse gas (GHG) emissions. In this paper we examine the effects of three sequenced federal policies on the share of new housing construction by type in the U.S., and estimate the cumulative influence of those policies on the composition of the 2015 housing stock. In a counterfactual 2015 housing stock without the policy effects, 14 million housing units exist as multifamily rather than single-family, equal to 14.1% of urban housing. Accompanied by floor area reductions of 0–50%, the switch from single- to multifamily housing reduces energy demand by 27–47% per household, and total urban residential energy by 4.6–8.3%. This paper is the first to link federal policies to housing outcomes by type and estimate associated effects on residential energy and GHG emissions. Removing policy barriers and disincentives to multifamily housing can unlock a large potential for reducing residential energy demand and GHG emissions in the coming decades.

Using land already enrolled in the Conservation Reserve Program (CRP) in the eastern region of the U.S. for producing energy crops for bioenergy while reducing land rental payments offers the potential for lowering the program costs, increasing returns to CRP landowners, and displacing greenhouse gas (GHG) emissions from fossil fuels. We develop an integrated modeling approach to analyze the combination of biomass prices and CRP land rental payment reductions that can incentivize energy crop production on CRP land and its potential to increase soil carbon stocks and displace fossil fuel emissions. We find that conversion of 3.4 million ha in the CRP can be economically viable at a minimum biomass price of $75 Mg-1 with full CRP land rental payment or at $100 Mg-1 with 75% of this land rental payment; this conversion can result in savings of 0.52 and 1.25 billion Mg CO2-eq in life-cycle emissions through the displacement of energy-equivalent fossil fuels and coal-based electricity, respectively, and an additional 0.11 billion Mg CO2-eq soil carbon sequestration relative to the status quo, with CRP left unharvested over the 2016-2030 period. The soil carbon debt due to the transition from unharvested CRP land to energy crops is short-lived and more than offset by the reduction in fossil fuel emissions. The net discounted benefits from producing energy crops on CRP land through a reduced need for government payments to maintain existing enrollment, higher returns to CRP landowners, and the value of the reduction in GHG emissions could be as high as $16-$30 billion by using them for cellulosic biofuels to displace gasoline and $35-$68 billion by displacing coal-based electricity over the 2016-2030 period if biomass prices are $75-$125 Mg-1 and land rental payments are reduced by 25%.

Septic systems are potentially a significant source of greenhouse gases (GHGs). The present study investigated GHGs from the blackwater septic systems that are widely used especially in low- and middle-income countries. Ten blackwater septic tanks in Hanoi, Vietnam, were investigated using the floating chamber method. The average methane and carbon dioxide emission rates measured at the first compartment (65% of total capacity) of the septic tanks were 11.92 and 20.24 g/cap/day, respectively, whereas nitrous oxide emission was negligible. Methane emission rate was significantly correlated with septage oxidation-reduction potential (ORP) (R = -0.67, p = 0.034), chemical oxygen demand mass (R = 0.78, p = 0.007), and biochemical oxygen demand mass (R = 0.78, p = 0.008), whereas it was not significantly correlated with water temperature (R = 0.26, p = 0.47) and dissolved oxygen (R = -0.59, p = 0.075) within the limited range: 30.6-31.7 °C and 0.03-0.34 mg-O2/L. The methane emission rates from septic tanks accumulating septage for >5 years were significantly higher than those at 0-5 years (p = 0.016). These results suggest that lower ORP and higher biodegradable carbon mass, in association with longer septage storage periods are key conditions for methane emissions. To the best of our knowledge, this is the first study to characterize GHG emissions from septic systems.

Novel low-pressure irrigation technologies have been widely adopted by farmers, allowing both reduced water and energy use. However, little is known about how the transition from legacy technologies affected water and energy use at the aquifer scale. Here, we examine the widespread adoption of low-energy precision application (LEPA) and related technologies across the Kansas High Plains Aquifer. We combine direct energy consumption and carbon emission estimates with life cycle assessment to calculate the energy and greenhouse gas (GHG) footprints of irrigation. We integrate detailed water use, irrigation type, and pump energy source data with aquifer water level and groundwater chemistry information to produce annual estimates of energy use and carbon emissions from 1994 to 2016. The rapid adoption of LEPA technologies did not slow pumping, but it reduced energy use by 19.2% and GHG emissions by 15.2%. Nevertheless, water level declines have offset energy efficiency gains because of LEPA adoption. Deeper water tables quadrupled the proportion of GHG emissions resulting from direct carbon emissions, offsetting the decarbonization of the regional electrical grid. We show that low-pressure irrigation technology adoption, absent policies that incentivize or mandate reduced water use, ultimately increases the energy and carbon footprints of irrigated agriculture.

Green policies currently incentivize concrete producers to replace portland cement with industrial byproducts to reduce their greenhouse gas (GHG) emissions. However, policies are based on attributional life cycle assessments (LCAs) that do not account for market constraints and consider byproducts either available burden-free to the user (cutoff approach) or partially responsible for the emissions generated in the upstream processes (allocation). The goal of this study was to investigate whether these approaches (and incentives) could lead to a mismanagement of byproducts and to suboptimal solutions in terms of regional GHG emissions. The use of ground granulated blast-furnace slag (GGBS) in Ontario was studied, and an optimization model to find the least GHG-intense way of using GGBS was developed. Results showed that producers should replace 30 to 40% of portland cement in high-strength concrete to minimize the regional GHG emissions associated with concrete. However, traditional LCA approaches do not suggest this solution and are estimated to lead to up to a 10% increase in concrete GHG emissions in Ontario. The substitution method, which assigns emissions or credits to byproducts based on emissions associated with the products they may displace, can yield decisions consistent with the regional emission optimization model. A revision of current policies is recommended to include market constraints.

Policy support for cellulosic biofuels is contingent on their achieving much greater reductions in life-cycle greenhouse gas emissions than corn starch ethanol. Biomass sorghum has been suggested as a genetically and agronomically tractable feedstock species to augment near-term cellulosic feedstock production. This study used DayCent modeling to investigate biomass sorghum production emissions relative to corn with and without stover utilization at 3,265 across the rainfed United States. Sorghum produced greater average feedstock dry matter (15.6 ± 1.4 vs 14.8 ± 2.2 Mg ha-1 yr-1) and slightly lower estimated ethanol energy yields (10.6 ± 1.0 vs 11.8 ± 2.9 MJ m-2 yr-1) as corn grain with 75% stover collection. The high biomass removals in both the sorghum and corn stover scenarios led to soil organic carbon losses on 90 and 100% of sites, respectively. Average feedstock production emissions intensities were similar between sorghum and corn with 75% stover removal (17.6 ± 2.8 vs 18.8 ± 3.0 g CO2e MJ-1), but were notably lower under sorghum for sites in the southwestern study region (13.6 ± 3.0 vs 22.5 ± 3.1 g CO2e MJ-1). These results suggest that biomass sorghum produces cellulosic feedstock with similar emissions to corn grain and at current yield levels is unlikely to meet the Renewable Fuel Standard emissions reduction threshold for cellulosic biofuels.

Achievement of the 1.5 °C limit for global temperature increase relies on the large-scale deployment of carbon dioxide removal (CDR) technologies. In this article, we explore two CDR technologies: soil carbon sequestration (SCS), and carbon capture and storage (CCS) integrated with cellulosic biofuel production. These CDR technologies are applied as part of decentralized biorefinery systems processing corn stover and unfertilized switchgrass grown in riparian zones in the Midwestern United States. Cover crops grown on corn-producing lands are chosen from the SCS approach, and biogenic CO2 in biorefineries is captured, transported by pipeline, and injected into saline aquifers. The decentralized biorefinery system using SCS, CCS, or both can produce carbon-negative cellulosic biofuels (≤-22.2 gCO2 MJ-1). Meanwhile, biofuel selling prices increase by 15-45% due to CDR costs. Economic incentives (e.g., cover crop incentives and/or a CO2 tax credit) can mitigate price increases caused by CDR technologies. A combination of different CDR technologies in decentralized biorefinery systems is the most efficient method for greenhouse gas (GHG) mitigation, and its total GHG mitigation potential in the Midwest is 0.16 GtCO2 year-1.

Cities will play a key role in the grand challenge of nourishing a growing global population, because, due to their population density, they set the demand. To ensure that food systems are sustainable, as well as nourishing, one solution often suggested is to shorten their supply chains toward a regional rather than a global basis. While such regional systems may have a range of costs and benefits, we investigate the mitigation potential of regionalized urban food systems by examining the greenhouse gas emissions associated with food transport. Using data on food consumption for 7108 urban administrative units (UAUs), we simulate total transport emissions for both regionalized and globalized supply chains. In regionalized systems, the UAUs' demands are fulfilled by peripheral food production, whereas to simulate global supply chains, food demand is met from an international pool (where the origin can be any location globally). We estimate that regionalized systems could reduce current emissions from food transport. However, because longer supply chains benefit from maximizing comparative advantage, this emission reduction would require closing yield gaps, reducing food waste, shifting toward diversified farming, and consuming seasonal produce. Regionalization of food systems will be an essential component to limit global warming to well below 2 °C in the future.

Waste-to-energy systems can play an important role in diverting organic waste from landfills. However, real-world waste management can differ from idealized practices, and emissions driven by microbial communities and complex chemical processes are poorly understood. This study presents a comprehensive life-cycle assessment, using reported and measured data, of competing management alternatives for organic municipal solid waste including landfilling, composting, dry anaerobic digestion (AD) for the production of renewable natural gas (RNG), and dry AD with electricity generation. Landfilling is the most greenhouse gas (GHG)-intensive option, emitting nearly 400 kg CO2e per tonne of organic waste. Composting raw organics resulted in the lowest GHG emissions, at -41 kg CO2e per tonne of waste, while upgrading biogas to RNG after dry AD resulted in -36 to -2 kg CO2e per tonne. Monetizing the results based on social costs of carbon and other air pollutant emissions highlights the importance of ground-level NH3 emissions from composting nitrogen-rich organic waste or post-AD solids. However, better characterization of material-specific NH3 emissions from landfills and land-application of digestate is essential to fully understand the trade-offs between alternatives.

Efforts to compile life cycle inventory (LCI) data at more geographically refined scales or resolutions are growing. However, it remains poorly understood as to how the choice of spatial scale may affect LCI results. Here, we examine this question using U.S. corn as a case study. We compile corn production data at two spatial scales, state and county, and compare how their LCI results may differ for state and national level analyses. For greenhouse gas (GHG) emissions, estimates at the two scales are similar (

Landfills are a major contributor of anthropogenic CH4 emissions. Since the greenhouse gas (GHG) emissions associated with landfilling waste can occur over decades to centuries, the standard static approach to estimating global warming impacts may not accurately represent the global warming impacts of landfills. The objective of this study is to assess the implications of using 100 yr and 20 yr static and dynamic global warming potential (GWP) approaches to estimate the global warming impacts from municipal solid waste landfills. A life-cycle model was developed to estimate GHG emissions for three gas treatment cases (passive venting, flare, CH4 conversion to electricity) and four decay rates. For the 100 yr GWP, other model uncertainties (e.g., static GWP values, decay rate, moisture content, or gas collection efficiency) generally had a larger effect on the estimated global warming impact than the choice of static versus dynamic GWP methods. This shows that when comparing single-point GWP values, the choice of static versus dynamic is relatively unimportant for most landfills. While dynamic GWPs consider temporal variance and provide useful estimates for the warming over a set time horizon, for most comparative analyses, static values provide reasonable bounds for the actual 100 yr warming impact.

Non-CO2 greenhouse gas (GHG) emissions account for about 1/4 of global GHG emissions, and the trend of these emissions, as well as their mitigation potential and abatement cost, are of interest to both scientific researchers and decision makers. We present an integrated model, China Multigas Optimal Reduction Evaluation model (China-MORE), of the nitrous oxide (N2O), methane (CH4), and fluorinated gases (F-gases) emissions of China, with which we analyze the non-CO2 emission reduction implications of China's Paris pledges. We find that China's non-CO2 emissions can peak before 2030 under its Paris pledges, where the cobenefit of coal control policy is the largest contributor to this emissions trajectory due to reduction of CH4 from coal mines. Based on the mitigation cost curve, we show that while the non-CO2 emission reductions are cost-effective at a lower reduction rate, they can only be reduced up to 60-70% due to physical constraints of the reduction technologies, leaving 1.4 Gt CO2-eq of residual emissions in 2050. The growth of non-CO2 emissions in China is largely driven by household consumption of cooling technologies, vehicles, and food. Our findings imply that deep reductions can only be achieved through the deployment of mitigation technologies at a reasonable cost, along with policies to induce behavioral change.

Production of animal protein is associated with high greenhouse gas (GHG) emissions. Globally, oyster aquaculture is increasing as a way to meet growing demands for protein, yet its associated GHG-emissions are largely unknown. We quantified oyster aquaculture GHG-emissions from the three main constituents of GHG-release associated with terrestrial livestock production: fermentation in the animal gut, manure management, and fodder production. We found that oysters release no methane (CH4) and only negligible amounts of nitrous oxide (0.00012 ± 0.00004 μmol N2O gDW-1 hr-1) and carbon dioxide (3.556 ± 0.471 μmol CO2 gDW-1 hr-1). Further, sediment fluxes of N2O and CH4 were unchanged in the presence of oyster aquaculture, regardless of the length of time it had been in place. Sediment CO2 release was slightly stimulated between 4 and 6 years of aquaculture presence and then returned to baseline levels but was not significantly different between aquaculture and a control site when all ages of culture were pooled. There is no GHG-release from oyster fodder production. Considering the main drivers of GHG-release in terrestrial livestock systems, oyster aquaculture has less than 0.5% of the GHG-cost of beef, small ruminants, pork, and poultry in terms of CO2-equivalents per kg protein, suggesting that shellfish aquaculture may provide a a low GHG alternative for future animal protein production compared to land based sources. We estimate that if 10% of the protein from beef consumption in the United States was replaced with protein from oysters, the GHG savings would be equivalent to 10.8 million fewer cars on the road.

To estimate greenhouse gas (GHG) emission reductions of electric vehicles (EVs) deployment, it is important to account for emissions from electricity generation. Since such emissions change according to temporal patterns of electricity generation and EV charging, this study operationalizes the concept of marginal emission factors (MEFs) and uses person-level travel activity data to simulate charging scenarios. Our study is set in the Greater Toronto and Hamilton Area in Ontario, Canada. After generating hourly MEFs using a multiple linear regression model, we estimated GHG emissions for EV charging at two EV penetration rates, 5% and 30%, and five charging scenarios: home, work and shopping, night, downtown vs suburb, and an optimal low emission charging scenario, matching charging time with the lowest available MEF. We observed that vehicle electrification substantially reduces GHG emissions, even when using MEFs that are up to seven times higher than average electricity emission factors. With Ontario's 2017 electricity generation mix, EVs achieve over 80% lower fuel cycle emissions compared with equivalent sets of gasoline vehicles. At 5% penetration, night charging nearly matches low emission charging, but night charging emissions increase with 30% EV penetration, suggesting a need for policy that can smooth out charging demand after midnight.

The global and U.S. domestic effort to develop a clean energy economy and curb environmental pollution incentivizes the use of hydrogen as a transportation fuel, owing to its zero tailpipe pollutant emissions and high fuel efficiency in fuel cell electric vehicles (FCEVs). However, the hydrogen production process is not emissions free. Conventional hydrogen production via steam methane reforming (SMR) is energy intensive, coproduces carbon dioxide, and emits air pollutants. Thus, it is necessary to quantify the environmental impacts of SMR hydrogen production alongside the use-phase of FCEVs. This study fills the information gap, analyzing the greenhouse gas (GHG) and criteria air pollutant (CAP) emissions associated with hydrogen production in U.S. SMR facilities by compiling and matching the facility-reported GHG and CAP emissions data with facilities' hydrogen production data. The actual amounts of hydrogen produced at U.S. SMR facilities are often confidential. Thus, we have developed four approaches to estimate the hydrogen production amounts. The resultant GHG and CAP emissions per MJ of hydrogen produced in individual facilities were aggregated to develop emission values for both a national median and a California state median. This study also investigates the breakdown of facility emissions into combustion emissions and noncombustion emissions.

Electrification of transportation offers clear national energy security benefits but unclear climate benefits. With the current heterogeneity of grid electricity mix in China, greenhouse gas (GHG) benefits of battery electric vehicles (BEVs) vary dramatically with location. Currently, compared to baseline conventional gasoline vehicles, BEVs in north and northeastern Chinese provinces have very modest (∼10-20%) well-to-wheel (WTW) GHG benefits, whereas BEVs in southern provinces have substantial benefits (∼50%). With the expected transition to a more renewable electricity mix documented here, regional effects will largely disappear and the benefits of BEVs will be substantial (∼60-70% lower than current internal combustion engine vehicles (ICEVs) and ∼10-40% lower than 2030 advanced hybrid electric vehicles (HEVs)) across the whole of China by 2030. GHG emissions from BEVs in Chinese cities (Beijing, Shanghai, Chongqing, and Pearl River Delta) and United States cities and regions (New York; Washington, DC; Chicago; New England; Texas; and California) in 2015 and 2030 are evaluated and compared. BEVs in Chinese cities will still have substantially higher WTW GHG emissions than those in New York, New England, and California in 2030.

Life cycle assessment is a fundamental tool used to evaluate the environmental impact of products. Standard life cycle assessment methodology ignores the impact of greenhouse gases relative to when they are emitted. In this paper, we present a method for leveraging the social cost of greenhouse gases to account for the temporal impacts of emissions in life cycle assessment and techno-economics. To demonstrate, we use this method to analyze the present value of the monetized impacts of emissions across multiple electricity generation technologies. Results show that accounting for time increases the present value across all but one of the technologies considered. Carbon intensive technologies show the highest increase, with coal rising between 26% and 62% depending on social cost scenario. Additionally, we demonstrate a second method that combines temporally resolved greenhouse gas emissions with techno-economic analysis. Considering temporal impacts of emissions within techno-economic analysis increases the levelized cost of electricity (LCOE) across all technologies considered. Carbon intensive technologies increase significantly, with the LCOE from coal rising between 37% and 263% depending on the social cost scenario. The proposed methods show that temporal resolution in life cycle assessment is critical for comparing the monetized impacts of greenhouse gas emissions across technologies.

Substituting conventional materials with lightweight materials is an effective way to reduce the life cycle greenhouse gas (GHG) emissions from light-duty vehicles. However, estimated GHG emission reductions of lightweighting depend on multiple factors including the vehicle powertrain technology and efficiency, lightweight material employed, and end-of-life material recovery. We developed a fleet-based life cycle model to estimate the GHG emission changes due to lightweighting the U.S. light-duty fleet from 2016 to 2050, using either high strength steel or aluminum as the lightweight material. Our model estimates that implementation of an aggressive lightweighting scenario using aluminum reduces 2016 through 2050 cumulative life cycle GHG emissions from the fleet by 2.9 Gt CO

Solid waste management (SWM) is a key function of local government and is critical to protecting human health and the environment. Development of effective SWM strategies should consider comprehensive SWM process choices and policy implications on system-level cost and environmental performance. This analysis evaluated cost and select environmental implications of SWM policies for Wake County, North Carolina using a life-cycle approach. A county-specific data set and scenarios were developed to evaluate alternatives for residential municipal SWM, which included combinations of a mixed waste material recovery facility (MRF), anaerobic digestion, and waste-to-energy combustion in addition to existing SWM infrastructure (composting, landfilling, single stream recycling). Multiple landfill diversion and budget levels were considered for each scenario. At maximum diversion, the greenhouse gas (GHG) mitigation costs ranged from 30 to 900 $/MTCO2e; the lower values were when a mixed waste MRF was used, and the h...

Substituting harvested wood products (HWP) for greenhouse gas (GHG) intensive nonwood materials in long-lived end uses has the potential to significantly reduce GHG emissions. To determine the mitigation effects of HWP substitution, we produced China-specific wood displacement factors (DFs) by HWP end use subcategory, defined as tonnes of carbon (tC) of reduced emissions per tC contained by the HWP substituted for typical alternative nonwood materials. The weighted average DFs for substituting HWP for nonwood materials in construction and furniture production in China were estimated to be 3.48 tC/tC and 1.36 tC/tC, respectively, or 2.90 tC/tC for HWP substitution when these two sectors were combined. If annual solid HWP consumption in China increased by 10% on the basis of 2014 consumption (an increase of 25.9 million m3 of HWP) and these HWP were used to substitute for GHG-intensive materials in construction and furniture production, 18.76 Mt C of emission reduction can be achieved annually. Substituting...

While direct greenhouse gas (GHG) emissions by China's power sector from the generation side have been widely investigated, driving forces from the electricity consumption perspective and inter-regional electricity transmission have been overlooked to a large extent. This study quantified relative contributions of six factors to changes in GHG emissions from interconnected grids in China during 2008-2015. These six factors include three generation-side factors (i.e., fuel mix of thermal power generation, energy efficiency of thermal power generation, and electricity structure), two consumption-side factors (i.e., electricity efficiency of GDP and GDP), and electricity transmission structure. GDP growth and changes in fuel mix of thermal power generation are two major drivers of increased GHG emission during 2008-2015, especially for the North China Grid. In contrast, changes in electricity transmission structure (especially in East China Grid and Southern China Grid), the increase in electricity efficiency of GDP (except for Northwest China Grid), improvements in energy efficiency of thermal power generation (especially in North China Grid and Central China Grid), and changes in electricity structure (especially in Southern Power Grid) are major factors offsetting GHG emission increments. Findings of this study can provide multiple-perspective policy implications for GHG mitigation in China's power sector.

Refrigeration transforms developing food systems, changing the dynamics of production and consumption. This study models the introduction of an integrated refrigerated supply chain, or "cold chain," into sub-Saharan Africa and estimates changes in preretail greenhouse gas (GHG) emissions if the cold chain develops similarly to North America or Europe. Refrigeration presents an important and understudied trade-off: the ability to reduce food losses and their associated environmental impacts, but increasing energy use and creating GHG emissions. It is estimated that postharvest emissions added from cold chain operation are larger than food loss emissions avoided, by 10% in the North American scenario and 2% in the European scenario. The cold chain also enables changes in agricultural production and diets. Connected agricultural production changes decrease emissions, while dietary shifts facilitated by refrigeration may increase emissions. These system-wide changes brought about by the cold chain may increase the embodied emissions of food supplied to retail by 10% or decrease them by 15%, depending on the scenario.

While there are many automotive regulations in the United States, few studies in the literature examine the interaction between different rules. We investigate the cost implications of enforcing the national Corporate Average Fuel Economy (CAFE) and greenhouse gas (GHG) emissions standards and the Zero Emissions Vehicle (ZEV) requirements simultaneously. We construct a new "Cost Optimization Modeling for Efficiency Technologies" (COMET) to understand how vehicle manufacturers implement fuel economy technologies to comply with multiple regulations. We consider a variety of scenarios to measure the interaction between regulations and how they may lead to changes in technology costs. In 2025, unit costs reach $1,600 per vehicle on average to comply with CAFE/GHG and increase to $2,000 per vehicle on average to comply with both CAFE/GHG and ZEV. Unit costs for both regulations are less than the sum of the two because vehicles produced to comply with the ZEV program count toward compliance with the CAFE.