Battery-powered electric cars (BEVs) play a key role in future mobility scenarios. However, little is known about the environmental impacts of the production, use and disposal of the lithium ion (Li-ion) battery. This makes it difficult to compare the environmental impacts of BEVs with those of internal combustion engine cars (ICEVs). Consequently, a detailed lifecycle inventory of a Li-ion battery and a rough LCA of BEV based mobility were compiled. The study shows that the environmental burdens of mobility are dominated by the operation phase regardless of whether a gasoline-fueled ICEV or a European electricity fueled BEV is used. The share of the total environmental impact of E-mobility caused by the battery (measured in Ecoindicator 99 points) is 15%. The impact caused by the extraction of lithium for the components of the Li-ion battery is less than 2.3% (Ecoindicator 99 points). The major contributor to the environmental burden caused by the battery is the supply of copper and aluminum for the production of the anode and the cathode, plus the required cables or the battery management system. This study provides a sound basis for more detailed environmental assessments of battery based E-mobility.

Electric vehicle production and disposalA typical middle-class passenger car from ecoinvent v2.0, represented by a Golf A4 (petrol, 55kW) is used as a base for the LCI [1]. This dataset originates on data from "Life Cycle Inventory for the Golf A4", a "Volkswagen" report from the year 2000 [2]. All sub-components constituting the ICE drive train were subtracted from the ecoinvent dataset, leaving the LCI of a motor less vehicle glider. Thus, two new LCI datasets for a Glider and an ICE drive train were generated which combined match the Golf A4 (Table S1 to S3). A new LCI dataset for an electric drive train was generated using data from. The components to build an LCI for an electric drive train are selected in such a way, that the same maximal permanent power of 55 kW followed from the ICE drive train. The LCI for the entire BEV finally consists of the LCI of the glider, the electric drive train and the Li-ion battery.Scheme S1. The model of an internal combustion vehicle (ICE Vehicle) and a battery vehicle.

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The disposal and recovery of plastics from waste electrical and electronic equipment (WEEE) are of considerable importance, both from an environmental and an economic perspective. This paper presents the results of a study investigating current concentrations of hazardous substances in mixed plastics from WEEE and their implications for an environmentally sound recovery. The study included 53 sampling campaigns for mixed plastics from WEEE. The samples were analyzed with regard to heavy metals (cadmium, chromium, mercury, and lead) and flame retardants (PentaBDE, OctaBDE, DecaBDE, DecaBB) regulated in the RoHS Directive. Besides these substances, other brominated flame retardants known to occur in electronics (HBCD, TBBPA) as well as the total bromine and phosphorus contents were considered. Results show that no mixed plastics fraction from WEEE is completely free from substances regulated in the RoHS Directive. The lowest number and average concentrations were found in flat screen monitors. The highest concentrations were found in mixed plastics from CRT monitors and TVs. Mixed plastics fractions with high average concentrations of heavy metals originate from the treatment of small household appliances (cadmium), ICT equipment (lead), and consumer equipment (lead). Mixed plastics fractions with high average concentrations of brominated flame retardants mainly originate from the treatment of small household appliances for high temperature applications (DecaBDE), CRT monitors (OctaBDE and DecaBDE) and consumer equipment (DecaBDE), in particular CRT TVs (DecaBDE). To avoid a dissipation of hazardous substances into plastics and the environment, it is recommended that mixed plastics from WEEE are subject to a strict quality management.