- •Material efficiency in clean energy transitions
- •Abstract
- •Highlights
- •Executive summary
- •Clean energy transitions require decoupling of economic growth from material demand
- •Further ambitions on material efficiency can reduce deployment needs for low-carbon industrial process technologies and achieve emissions reduction throughout value chains
- •Policy and stakeholder efforts are needed to improve material efficiency
- •Findings and recommendations
- •Policy recommendations
- •Historical demand trends for materials
- •Enabling strategies to move towards more sustainable material use
- •Implications of deploying further material efficiency strategies
- •Material demand
- •Steel
- •Cement
- •Aluminium
- •Energy and CO2 emissions
- •Buildings construction value chain
- •Vehicles value chain
- •Enabling policy and stakeholder actions
- •Technical analysis
- •1. Introduction
- •2. Historical demand trends for materials
- •References
- •3. Enabling strategies to move towards more sustainable material use
- •Material efficiency strategies
- •Design stage
- •Fabrication or construction stage
- •Use stage
- •End-of-life stage
- •References
- •4. Implications of deploying further material efficiency strategies
- •Material demand outlook by scenario
- •Steel
- •Cement
- •Aluminium
- •CO2 emissions and energy implications of material efficiency
- •References
- •5. Value chain deep dive #1: Buildings construction
- •Material needs across the buildings and construction value chain
- •Material efficiency strategies for buildings
- •Outlook and implications for steel and cement use in buildings
- •References
- •6. Value chain deep dive #2: Vehicles
- •Material needs of vehicles
- •Material efficiency strategies for vehicles
- •Outlook and implications for vehicle material use and life-cycle emissions
- •EV battery materials
- •Battery materials supply
- •CO2 emissions from battery production
- •Battery recycling
- •References
- •7. Enabling policy and stakeholder actions
- •Challenges and costs of material efficiency
- •Policy and action priorities
- •Increase data collection, life-cycle assessment and benchmarking
- •Improve consideration of the life-cycle impact at the design stage and in CO2 emissions regulations
- •Increase end-of-life repurposing, reuse and recycling
- •Develop regulatory frameworks and incentives to support material efficiency
- •Adopt business models and practices that advance circular economy objectives
- •Train, build capacity and share best practices
- •Shift behaviour towards material efficiency
- •References
- •General annexes
- •Annex I. Reference and Clean Technology Scenarios
- •Annex II. Energy Technology and Policy modelling framework
- •Combining analysis of energy supply and demand
- •ETP–TIMES supply model
- •ETP-TIMES industry model
- •Global buildings sector model
- •Modelling of the transport sector in the MoMo
- •Overview
- •Data sources
- •Calibration of historical data with energy balances
- •Vehicle platform, components and technology costs
- •Infrastructure and fuel costs
- •Elasticities
- •Framework assumptions
- •Technology approach
- •References
- •Annex III. Material demand and efficiency modelling
- •Overview of material demand modelling methodology
- •Buildings value chain assumptions and modelling methodology
- •Vehicles value chain assumptions and modelling methodology
- •Transport infrastructure value chain assumptions, modelling methodology and preliminary findings
- •Material intensity of transport infrastructure
- •Rail
- •Roads
- •Material use in transport infrastructure in the RTS and CTS
- •Material efficiency strategies for transport infrastructure
- •References
- •Annex IV. Transport policies assumptions and impact on activity levels
- •References
- •Abbreviations, acronyms, units of measure and regional definitions
- •Abbreviations and acronyms
- •Units of measure
- •Regional definitions
- •Acknowledgements
- •Table of contents
- •List of figures
- •List of boxes
- •List of tables
Material efficiency in clean energy transitions |
Enabling strategies to move towards more sustainable material use |
use can also be reduced by consumers choosing to purchase and use buildings, vehicles and other products that are smaller but provide the same functionality.
End-of-life stage
Alternatives to disposal at the end of a product’s life can also help to use materials more efficiently. Reusing a product or material prevents the need for new production. Reuse can occur in various forms, including:
relocating – the component is used in another product of the same type for the same purpose with little refurbishment
refurbishing – the component is used in another product of the same type for the same purpose after undergoing significant repair and reconditioning
cascading – the component is used in a different type of product with little reconditioning
re-forming – the component is used in a different type of product after significant repair and reconditioning (Cooper and Allwood, 2012).
In most cases, reuse would reduce energy use compared to recycling or new production, although energy use for transportation and re-manufacturing processes would need to be considered. Furthermore, in some cases where reuse and refurbishment would extend the lifespan of old and inefficient energy-using components, replacement may be a better option from a life-cycle energy use perspective.
Reuse rates for most metal components are currently low. While technical factors such as incompatibility or degradation may limit reuse, economic, regulatory and behavioural barriers may also play a key role. For example, it may not be economical to pursue reuse in the absence of financial incentives; regulations tend to favour using new rather than used materials and some constructors may be sceptical about reused materials. Better tracking of materials, development of economical testing procedures, integration of supply chains and adaptation of regulations could help overcome these barriers. A starting point may be easier to achieve opportunities for steel reuse, which include relocation of steel buildings components and re-forming of ship plates and line pipes (Cooper and Allwood, 2012).
Reuse opportunities may be more limited for other materials. In the case of cement, most of the cement particles are reacted with water during the concrete curing process, and the resulting change in chemical properties prevents cement from being used again to form new concrete. Estimates suggest that approximately 30-40% of cement in concrete may be unreacted, leaving potential for recovery of this unhydrated cement for reuse (Bakker et al., 2015). While several technologies are under development to recover unhydrated cement, they have not yet been commercialised and thus their technical and economic potential remains uncertain. Research has shown that recycling concrete fines as an input to cement kilns can reduce process emissions by a factor of three compared to the limestone inputs it would replace (Lotfi and Rem, 2016). A limited number of cements are now available that make use of recycled fines, such as Susteno cement in Switzerland (Holcim, 2018). Some opportunities may also exist to reuse whole concrete components for other purposes, thus reducing the need for new cement. However, difficulties in cutting, transporting and re-forming concrete blocks may limit this potential.
When reuse is not possible, recycling is another option to reduce the need for new materials. Although recycling consumes energy, the consumption is generally substantially less than that from producing primary materials. For example, producing crude steel from scrap consumes
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