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• Evaluated pathways to reduce metal use & GHG emissions from US EV batteries (LIBs). • US will face metal supply constraints when transitioning to fully electric fleet. • Cumulative 2020–2050 battery production GHG emissions range from 1.3 to 1.6 gt CO 2 e. • Differences in use-phase due to LIB weight can surpass 20% of LIB production GHGs. • Aggressive PHEV penetration has GHG benefits with less critical material use. We evaluated the battery material demand and GHG emissions implications from high EV and very aggressive Plug-in Hybrid EV (PHEV) penetration rates for the U.S. light-duty vehicle fleet from 2020 to 2050. If the U.S. relies primarily on EV deployment to decarbonize passenger transport, there are potentially significant supply constraints over the next decade, particularly for cobalt, lithium, and nickel. Very aggressive PHEV deployment has the potential to reduce GHGs and with ∼80% lower demand on critical metals. Recycling can play a major role reducing metal demand in the long-term but until 2035, shifting to an iron-based battery cathode reduces critical metal use by more than recycling would but with higher charging emissions due to increased weight. Increasing recycling, shifting battery chemistry, and adopting low-carbon electricity for battery production can avoid 250 million tonnes CO 2 e in cumulative GHG emissions from 2020 to 2050 (equivalent to 15% of U.S. transportation sector's 2020 GHG emissions). [ABSTRACT FROM AUTHOR]

Automated vehicles can facilitate vehicle sharing within and between households, thus decreasing ownership rates, albeit increasing miles travelled. While electrification can achieve deep reductions in transportation-related greenhouse gas emissions, shared automated electric vehicles will have different charging needs considering their higher mileage. In this study, travel survey data collected in Toronto is used to optimize the charging needs of shared automated electric vehicles, with the objective of reducing greenhouse gas emissions from electricity generation by choosing charging times that are associated with lower marginal emission factors. Optimized charging schedules reduce greenhouse gas emissions by at least 50% relative to vehicles charging once they return home. Life cycle assessment of multiple sharing scenarios indicates that higher levels of sharing increase emissions. Indeed, empty mileage associated with vehicle relocation and higher deterioration lead to a higher fleet turnover. With vehicle sharing, there is a risk of increasing mileage and vehicle production emissions. [ABSTRACT FROM AUTHOR]