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The application of hydrogen in heavy-duty vehicles or trains has been suggested as a promising solution to decarbonize the transportation sector. In this study, a one-dimensional engine modeling is employed to evaluate the potential of hydrogen as a fuel for railway applications. A turbocharged diesel engine is simulated as the baseline unit, and the results are validated with experimental data. The same engine is converted to become compatible with hydrogen through some modifications in the turbocharger group and the injection and ignition systems to preserve the performance of the baseline configuration. The findings show that the engine traction power is reduced from 600 to 400 kW, indicating an inferior performance for the hydrogen-fueled engine. The energy consumption of the hydrogen-fueled engine on a real train mission profile is almost two times the diesel version. However, our Life Cycle Assessment analysis with a Well-to-Wheel system boundary shows a 56% reduction in equivalent CO2 emissions for the engine fueled with photovoltaic-based green hydrogen. Substituting diesel with low-carbon hydrogen can decrease the train's carbon footprint from 4.27 to even less than 2 kg CO2 eq./km, suggesting that moderately modified engines are a promising solution for decarbonizing non-feasibly electrified railway sections. [ABSTRACT FROM AUTHOR]

The production of hydrogen as both chemical feed and energy carrier using low-carbon technologies is one of the solutions to reach net-zero emissions. This paper, firstly, reviews the publications on the life-cycle assessment of photovoltaic (PV)-based hydrogen production focused on the carbon footprint. Secondly, it updates the global warming potential (GWP) values of this H2 production process considering the state-of-the-art PV panels for installation in Italy. In the literature, H2 produced in Europe and the rest of the world results in a mean GWP equal to 4.83 and 3.82 kg CO2 eq./kg H2, respectively, in which PV systems contribute the highest share. The average efficiency of PV panels assumed in the literature is lower than the current PV modules. Updating the supply chain, efficiency, and manufacturing energy and material flows of PV modules can decrease the GWP value of the H2 produced by nearly 60% (1.75 kg CO2 eq./kg H2, with use of alkaline electrolyzer) in the Italian context, which can be further reduced with advancements in PV panels or electrolysis efficiency. The study proves that advancement in the PV industry and additional savings in the electrolyzer's electrical demand can further decrease the carbon footprint of PV-based H2. [ABSTRACT FROM AUTHOR]

This study evaluates the global warming potential (GWP) impact of producing lithium-ion batteries (LIBs) in emerging European Gigafactories. The paper presents a cradle-to-gate (CTG) life cycle assessment (LCA) of nickel-manganese-cobalt (NMC) chemistries for battery electric vehicle (BEV) applications. We consider three scenarios to cover the most probable production routes in Germany, France, and Italy, foreseen as the largest European LIB producers by 2030. The energy demand for manufacturing considers two cases: electricity only and a mix of heat and electricity. The results show that European Gigafactories can reduce the overall GWP relative to 1 kWh of NMC battery, with respect to Chinese NMC LIBs, in a range of 32–60%. This corresponds to a decrease in equivalent CO 2 emission of 32–81 kg CO 2 eq., depending on the location, the energy demand and the NMC chemistry, if the whole production takes place in the facility. French Gigafactories obtain the upper bound of this reduction. A sensitivity analysis of the source of the lithium compound, used to produce the active cathode material, shows that increasing the nickel content decreases the GWP impact per kWh of battery capacity. However, NMC622 generates less equivalent CO 2 than NMC811, for lithium compound produced from Chilean brine. In addition, a simplified analysis of the utilization phase of two different classes of BEVs shows the positive effects of the regional LIB production and of the low carbon intensity of the electricity mix. • Global warming potential impact of producing lithium-ion batteries in Europe. • Carbon footprint of nickel-manganese-cobalt chemistries for electric vehicle application. • European Gigafactories can reduce the overall Global warming potential impact. • Sensitivity analysis on critical material for the NMC batteries. • Comparison of the impact due to the lithium compound from ores or brines. [ABSTRACT FROM AUTHOR]