Different LCA methods based on monetization of environmental impacts are available. Therefore, relevant monetization methods, namely Ecovalue12, Stepwise2006, LIME3, Ecotax, EVR, EPS, the Environmental Prices Handbook, Trucost and the MMG-Method were compared quantitatively and qualitatively, yielding results for 18 impact categories. Monetary factors for the same impact category range mostly between two orders of magnitude for the assessed methods, with some exceptions (e.g., mineral resources with five orders of magnitude). Among the qualitative criteria, per capita income, and thus the geographical reference, has the biggest influence on the obtained monetary factors. When the monetization methods were applied to the domestic yearly environmental damages of an average EU citizen, their monetary values ranged between 7941.13 €/capita (Ecotax) and 224.06 €/capita (LIME3). The prioritization of impact categories varies: Stepwise and Ecovalue assign over 50% of the per capita damages to climate change, while EPS and LIME3 assign around 50% to mineral and fossil resource use. Choices regarding the geographical reference, the Areas of Protection included, cost perspectives and the approach to discounting strongly affect the magnitude of the monetary factors. Therefore, practitioners should choose monetization methods with care and potentially apply varying methods to assess the robustness of their results.

Changes in the mobility patterns have evoked concerns about the future availability of certain raw materials necessary to produce alternative drivetrains and related batteries. The goal of this article is to determine if resource use aspects are adequately reflected within life cycle assessment (LCA) case studies of electric vehicles (EV). Overall, 103 LCA studies on electric vehicles from 2009 to 2018 are evaluated regarding their objective, scope, considered impact categories, and assessment methods—with a focus on resource depletion and criticality. The performed analysis shows that only 24 out of 76 EV LCA and 10 out of 27 battery LCA address the issue of resources. The majority of the studies apply one of these methods: CML-IA, ReCiPe, or Eco-Indicator 99. In most studies, EV show higher results for mineral and metal resource depletion than internal combustion engine vehicles (ICEV). The batteries analysis shows that lithium, manganese, copper, and nickel are responsible for the highest burdens. Only few publications approach resource criticality. Although this topic is a serious concern for future mobility, it is currently not comprehensively and consistently considered within LCA studies of electric vehicles. Criticality should be included in the analyses in order to derive results on the potential risks associated with certain resources.

Fungal-based composites as substitutes for construction materials might represent a promising solution to reduce the environmental burdens of the building industry. Such composites can be produced biotechnologically through the cultivation of multicellular fungi that form dense mycelia whilst growing into and onto residual plant biomass from agriculture and forestry. As comprehensive environmental assessments are missing, this paper conducts a life cycle assessment for fungal-based composite bricks considering the categories of climate change, eutrophication, acidification, smog, water scarcity, and land use. Electricity for sterilization, incubation, and the drying process led to 81.4% of a total 0.494 total kg CO₂ eq. for climate change and 58.7% of a total 9.39 × 10⁻⁴ kg SO₂ eq. for acidification. Further, hemp shives and grain mix were identified as hotspots for eutrophication (77.7% of 6.02 × 10⁻⁴ kg PO₄⁻³ eq.) and land use (81.8% of 19.4 kg Pt eq.). However, the use of hemp shives, rapeseed straw, or poplar wood chips did not differ in the environmental impacts. Further, lab-scale production was compared with industrial scale-up, which is mostly characterized by energy efficiency showing reduced impacts for all considered categories, e.g., a decrease of 68% in climate change. Recycling should be included in future studies as well as considering the use and end-of-life phase.

The main goal of the European product environmental footprint (PEF) method is to increase comparability of environmental impacts of products within certain product categories by decreasing flexibility and therefore achieving reproducibility of results. Comparability is supposed to be further increased by developing product category specific rules (PEFCRs). The aim of this paper is to evaluate if the main goal of the PEF method has been achieved. This is done by a comprehensive analysis of the PEF guide, the current PEFCR guide, the developed PEFCRs, as well as the insights gained from participating in the pilot phase. The analysis reveals that the PEF method as well as its implementation in PEFCRs are not able to guarantee fair comparability due to shortcomings related to the (1) definition of product performance; (2) definition of the product category; (3) definition and determination of the representative product; (4) modeling of electricity; (5) requirements for the use of secondary data; (6) circular footprint formula; (7) life cycle impact assessment methods; and (8) approach to prioritize impact categories. For some of these shortcomings, recommendations for improvement are provided. This paper demonstrates that the PEF method has to be further improved to guarantee fair comparability.

Decarbonization of the aviation sector is crucial to reaching the global climate targets. We quantified the environmental impacts of Power-to-Liquid kerosene produced via Fischer-Tropsch Synthesis from electricity and carbon dioxide from air as one broadly discussed alternative liquid jet fuel. We applied a life-cycle assessment considering a well-to-wake boundary for five impact categories including climate change and two inventory indicators. Three different electricity production mixes and four different kerosene production pathways in Germany were analyzed, including two Direct Air Capture technologies, and compared to fossil jet fuel. The environmental impacts of Power-to-Liquid kerosene varied significantly across the production pathways. E.g., when electricity from wind power was used, the reduction in CO₂-eq. compared to fossil jet fuel varied between 27.6–46.2% (with non-CO₂ effects) and between 52.6–88.9% (without non-CO₂ effects). The reduction potential regarding CO₂-eq. of the layout using low-temperature electrolysis and high-temperature Direct Air Capture was lower compared to the high-temperature electrolysis and low-temperature Direct Air Capture. Overall, the layout causing the lowest environmental impacts uses high-temperature electrolysis, low-temperature Direct Air Capture and electricity from wind power. This paper showed that PtL-kerosene produced with renewable energy could play an important role in decarbonizing the aviation sector.