Summary: Motivated by the rising costs of doing business overseas and the rise and implementation of digital technologies in production, new strategies are being explored to bring production and demand closer. While concepts like cloud computing, internet of things, and digital manufacturing increasingly gain relevance within the production activities of manufacturing companies, significant advances in three‐dimensional (3D) printing technologies offer the possibility for companies to accelerate product development and to consider new supply chain models. Under this production scheme, material supply chains are redefined and energy consumption hotspots are relocated throughout the life cycle of a product. This implies a diversification of energy mixes and raw material sources that poses a risk of shifting problems between life cycle phases and areas of protection. This study compares a conventional mass scale centralized manufacturing system against a 3D printing‐supported distributed manufacturing system on the basis of the production of one frame for eyeglasses using the life cycle assessment methodology. The study indicates clearly that the optimization potential is concentrated mainly in the energy consumption at the unit process level and exposes a close link to the printing material employed.

The quest towards increasing the energy density of traction battery technologies has led to the emergence and diversification of battery materials. The lithium sulfur battery (LSB) is in this regard a promising material for batteries due to its specific energy. However, due to its low volumetric energy density, the LSB faces challenges in mobility applications such as electric vehicles but also other transportation modes. To understand the potential environmental implication of LSB batteries, a comparative Life Cycle Assessment (LCA) was performed. For this study, electrodes for both an NMC111 with an anode graphite and a LSB battery cell with a lithium metal foil as anode were manufactured. Data from disassembly experiments performed on a real battery system for a mid-size passenger vehicle were used to build the required life cycle inventory. The energy consumption during the use phase was calculated using a simulative approach. A set of thirteen impact categories was evaluated and characterized with the ReCiPe methodology. The results of the LCA in this study allow identification of the main sources of environmental problems as well as possible strategies to improve the environmental impact of LSB batteries. In this regard, the high requirements of N-Methyl-2-pyrrolidone (NMP) for the processing of the sulfur cathode and the thickness of the lithium foil were identified as the most important drivers. We make recommendations for necessary further research in order to broaden the understanding concerning the potential environmental implication of the implementation of LSB batteries for mobility applications.

Driven by concerns regarding the sustainability of aviation and the continued growth of air traffic, increasing interest is given to emerging aircraft technologies. Although new technologies, such as battery-electric propulsion systems, have the potential to minimise in-flight emissions and noise, environmental burdens are possibly shifted to other stages of the aircraft’s life cycle, and new socio-economic challenges may arise. Therefore, a life-cycle-oriented sustainability assessment is required to identify these hotspots and problem shifts and to derive recommendations for action for aircraft development at an early stage. This paper proposes a framework for the modelling and assessment of future aircraft technologies and provides an overview of the challenges and available methods and tools in this field. A structured search and screening process is used to determine which aspects of the proposed framework are already addressed in the scientific literature and in which areas research is still needed. For this purpose, a total of 66 related articles are identified and systematically analysed. Firstly, an overview of statistics of papers dealing with life-cycle-oriented analysis of conventional and emerging aircraft propulsion systems is given, classifying them according to the technologies considered, the sustainability dimensions and indicators investigated, and the assessment methods applied. Secondly, a detailed analysis of the articles is conducted to derive answers to the defined research questions. It illustrates that the assessment of environmental aspects of alternative fuels is a dominating research theme, while novel approaches that integrate socio-economic aspects and broaden the scope to battery-powered, fuel-cell-based, or hybrid-electric aircraft are emerging. It also provides insights by what extent future aviation technologies can contribute to more sustainable and energy-efficient aviation. The findings underline the need to harmonise existing methods into an integrated modelling and assessment approach that considers the specifics of upcoming technological developments in aviation.

The European Union (EU) Battery Regulation aims to establish a circular battery production and sets minimum battery material recycled targets for new batteries from post‐production and post‐consumer waste batteries. However, it is uncertain whether these targets can be met due to dynamic market developments and if their compliance results in environmental benefits. Therefore, this study examines the circular battery production in the EU and its impact on material flows and the environment from a market perspective. We combined a system dynamic market model with process models for battery production and recycling, using prospective life cycle assessment. According to our analysis, the projected amount of post‐consumer waste alone may not meet the specified levels of recycled materials due to long battery lifetimes. Thereby, the targets for cobalt are particularly ambitious, with a gap of between 9.8 and 14.6 percentage points for most scenarios. In the case of reduced battery lifetimes, the achievable recycled content across all materials increases by more than 75% in 2032 and by more than 85% in 2037. The avoidance of post‐production waste leads to 9% lower greenhouse gas (GHG) emissions compared to recycling with 100% recycling efficiency. Thus, attributable amounts of post‐production waste and unfavorable prolonged use of batteries create misguided incentives to meet legal targets. Additionally, the delay between production and recycling limits the potential for circular production as this depends significantly on market conditions. Our study highlights, that besides recycling, the industry should especially advance production processes including upstream material extraction and refinement to reduce environmental impacts.

Although manufacturing companies increasingly acknowledge the environmental impacts of their activities disregarding where in the supply chain these occur, a factory perspective is still predominant within the environmental management practices of organizations. The adoption of a life cycle perspective in the Manufacturing industry is essential to develop consistent strategies that leads to decrease environmental impacts of product systems. In this paper we present a methodology to implement technically a continuous LCA at the manufacturing shop-floor. The concept is further illustrated with a research scale production line.