CEP REPORT

TOTAL QUALITY MANAGEMENT

TOPIC:

TASLA MOTORS ENVORNMENT MANAGEMENT& IMPECT

SUBMITTED TO:
SIR SULMAN BUGVI
SUBMITTED BY:

SHER ALI KHAN BSME-01183055(LEADER)

ALI HASNAIN BSME-01183057

SHERAZ MUZAFAR BSME-01183068

MUZAMIL IJAZ BSME-01183073

THE UNIVERSITY OF LAHORE

DEPARTMENT OF MECHANICAL ENGINEERIG
 Table of Contents
Report .................................................................................................................................................................1
Introduction: .......................................................................................................................................................3
Details and estimates on our goods' long-term environmental effect are included in this part of the Impact
Report .............................................................................................................................................................3
In order to meet our 2021 reporting deadline, Lifecycle Analysis of Tesla EVs vs. Equivalent ICE
Vehicles ..........................................................................................................................................................4
Using only real-world data, not official NEDC, WLPT or EPA* consumption data......................................4
ICE cars' carbon footprint stays constant year after year, whereas that of EVs should increase year after
year .................................................................................................................................................................4
The following pages detail the Model 3's lifecycle emissions in terms of emissions per mile .......................5
EV vs. ICE Vehicle Emissions per Mile: ......................................................... Error! Bookmark not defined.
Even while the power grid is growing cleaner, the emissions of ICE automobiles are not ............................6
Model 3 will have a greater emissions advantage over an ICE car in Europe because of better grids ...........8
Reducing Carbon Footprint Even Further ..........................................................................................................8
Battery Recycling .............................................................................................................................................15
Water Used Per Vehicle Manufactured ........................................................................................................15
Water escalated process streamlining .......................................................................................................17
Water collecting and reuse ........................................................................................................................17
Recycled water (wastewater reuse)...........................................................................................................17
Environmental Impact and management ..........................................................................................................18
Pollution in the Italian Alps prior to stay-at-home orders .............................................................................18
Battery Recycling at Gigafactory Nevada ....................................................................................................20

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 Introduction:
Details and estimates on our goods' long-term environmental effect are
included in this part of the Impact AND MANAGMENT Report.

In order to meet our 2021 reporting deadline, we have coordinated an LCA thatincorporates
the vast majority of the Scope 1, 2, and 3 withdrawals, including those from vehicle
fabrication, our retail network, and transportation use and end-of-life scenarios for a
Fremont-built Model 3. This LCA will be used in our2021 report to make this choice to
survey and review on these radiations on a move level.
We may use this as a starting point to evaluate how previous vehicle launches have affected our
company, but it is not a perfect way to gauge the effect of the Model 3 and its large number of
deliveries beginning in 2018. This LCA investigation's intricacies and limitations are shown. We
want to compile a life cycle assessment (LCA) for each of our products, as well as information
on ourScope1, 2, and 3 emissions, in the near future.

When asked whether electric cars (EVs) are more feasible than gas-powered vehicles (ICEs), we usually
say "no." Natural zero-emission transport and energy products, like those made by Tesla, are more
accurate than GHG-emitting alternatives. To determine the long-term environmental impact of electric
cars against internal combustion engines, it is necessary through look at the whole lifespan, from raw
components to the vehicle's use to its eventual decommissioning.
Often ignored aspects of the lifecycle:
• Data from the Environmental Protection Agency (EPA) or the Worldwide Standardized Light
Vehicle Test Procedures (WLTP) rather than real data on fuel/energy usage might be used
instead.
• Tesla's powertrains have a greater energy efficiency, however not all factors have been taken
into account.
•
• The typical electric vehicle will ultimately require a new battery; this is a fact.

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The distillation columns and transportation interaction results in non-conformity release; and

using out-of-date knowledge to fabricate cells with a carbon impact. We are attempting to

address these concerns and ramifications in order to come up with a moreaccurate estimate

for the lifespan.

Lifecycle Analysis of Tesla EVs vs. Equivalent

ICE Vehicles:

Using only real-world data, not official NEDC, WLPT or EPA* consumption
data
Certifiable fuel use or power use, as acceptable, is a key factor in a car's wheel-of-life inspection
and may affect how long the vehicle is put to use throughout its lifetime. NEDC, WLTP, or EPA
potency testing cycles do not, in and of itself, address certified fuel or energy use. This is what
we found after looking at the almost 3 trillion miles of driving that Roadster 3s have done as of
May 31, 2020, and without accounting for any energy shortages.

During the process of charging. According to Consumer Reports, the model year 2020
modest-size premium cars are expected to get an average of 24.8 MPG in the city and
highway. Using this figure, we may estimate that oil extraction, refining, and transportation
result in around 400 g of CO2 per mile.

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 ICE cars' carbon footprint stays constant year after year, whereas that of
EVs should increase year after year:
It is estimated that a typical car in the United States travels somewhere between 12,000 and
16,000 miles a year during the first 17 years of its life before it is scrapped. Furthermore, the
resource efficiency of an ICE vehicle remains steady over time, even if it is not maintained
properly. As a side note, the "greener" nature of the charging infrastructure for electric vehicles
has evolved over time as cleaner energy sources have been added. After some time, the outrush
generated by EV charging should begin to diminish.

The following pages detail the Model 3's lifecycle emissions in terms of
emissions per mile:
Upstream inventory network discharges, direct discharges from assembly and power
consumption as well outflows from production stages when accused from the matrix that mimics
the geographic set apart of Model 3 carriage in every country in Europe, the US and China. Our
examples and suppositions in the accompanying graphics may be found in the following
sections:

• Using Tesla's cell technology, how many miles would a Model 3 drive in a Shared Driving
arrangement if it were used for more than a million miles?

• Assuming that a Model 3 is mostly charged at home, how many miles per gallon of gas
would beemitted per gallon of gas?

• If a Model 3 were used in a motor pool for more than 1,000,000 miles, what would be
thedischarge per mile?

An ecumenical group and energy storing would be sufficient to charge the

device.
• In the United States, the typical fair-sized instalment automobile serves as the
basis for thereference ICE vehicle.

• Solar-powered chargers and high-resolution cameras can be used to charge a

Model 3 using sunlight; however, the usage stage may be reduced to zero after
charging is complete.

• No further environmentally beneficial power limit will be accepted on the lattice

throughout thelife of the vehicle since the ethical and economic situation of the
power receiving bend is still soreadily demonstrated erroneous

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 EV vs. ICE Vehicle Emissions per Mile

Even while the power grid is growing cleaner, the emissions of ICE automobiles
are not:

Charging electric vehicles consistently reduces carbon dioxide emissions, regardless of where
the power framework is located. Coal has traditionally been the principal source of energy in
the United States.

It is true, however, that in recent years, coal power has mostly been replaced by more
environmentally friendly sources, such as wind and sunshine. A source of energy is generated.

Wind, sun-based, and state of charge are predicted to make up 81 percent of new power
generation capacity in the United States by 2021. Numerous U.S. states, for example, New York,
have been creating biodegradable electricity as these supportable alternatives have become more
cost-cutting than petroleum derivative assets.

When compared to the emissions from a 135 MPG ICE car, the usual GHG emissions from a
Tesla vehicle charging in New York are comparable (no such vehicle is available). When
charging a Tesla in Michigan, where about 60% of the energy originates from combustible gas
and coal, the outflows from our cars really resemble the outflows from an ICE vehicle that can
get 59 certified MPG (extensively more as far as EPA appraised MPG). The cost of charging an
electric vehicle from the grid will continue to fall as more locations implement feasible energy
solutions for generating electricity.

Installing a Solar Ceiling or a Models in your house are two options for EV customers who
want to boost their environmentally friendly power mix. However, the co2 emissions of an EV
throughout its entire lifecycle will be substantially lower as a result, as would that of the solar-
powered charger/Solar Roof and the hydrogen fuel cell generator and storage network that also
to sunlight.
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Model 3 will have a greater emissions advantage over an ICE car in Europe
because of better grids.
As a result of this, the usage stage outflows hole between ICEs and EVs in Europe is
considerably larger than it is in the United States, including the United Kingdom and the EFTA
countries (Iceland, Liechtenstein, Norway, and Switzerland).

Because a typical European motorist drives less miles per year than a driver in the United States,
the outcome of production is divided by fewer miles. An average automobile in the United
States travels 200,000 miles before being rejected, but a vehicle in Europe travels 150,000 miles
total before being rejected.

With Austria as a case study, we were able to demonstrate how usage stage outflows should
evolve as the European grid gets greener. It is shown in the graphic on the right that an
individual, lattice-charged Model 3 has an all-in lifespan outcome that is more than four times
lower than that of a similar ICE car in Austria.
Reducing Carbon Footprint Even Further:

Proficiency of a Prius, execution of a Porsche:

As far as EVs go, Tesla’s have the most impressive energy efficiency record. We had the ability
to achieve a total energy of 3.1 EPA kilometers away at the start of Model's design. Model 3
SR+ achieves 5.1 miles per kWh, which is greater than any other EV currently on the market. To
date, the Model Y only some drive (AWD) is the most efficient electric SUV on the market. The
gap between Tesla's all-wheel-drive car and the next one

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In a similar market category, productivity continues to distinguish itself from its rivals. At zero
to 60 miles per hour in 3.7 seconds (4.2 minutes at a time for the Model Y), our AWD models
can go as fast as 145 miles per hour (135 mph for Model Y). Getting both the yarn and the
expertise to achieve great energy consumption in confinement has become a difficulty.

We may expect Tesla Robot axis is much more energy efficient.

Despite our efforts to increase our creativity and engine knowledge, the energy productivity of
Tesla vehicles will continue to improve. Energy efficiency should be prioritized above
performance in high-mileage vehicles like our next Tesla, which will be able to accelerate more
slowly and travel at a higher maximum velocity. This strategy will help our clients save money
and lessen their carbon impact.

It does not matter how little the aircraft's lifetime emissions are, they still make up a significant
amount of the vehicle's total output. These are the steps we are doing to lessen the cumulative
GHG impact:

Putting together new, more thought-out, and more efficient manufacturing lines
for automobiles:

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From the beginning of a plant's development, it is important to keep supportability in mind.
Energy consumption decreases with each item that needs less production around the factory, as
well as a decrease in the number of vehicles built by robots.

Layout car unique hardware producers labored for quite some time at our Global Headquarters,
where we started operations in 2010. (OEM). Even though significant improvements have been
made since then, it was not feasible to fundamentally alter the architecture of this workplace. It
is interesting to note that Tesla's more recent manufacturing lines have been designed and built
by us all from the outset with a focus on efficiency and effectiveness. For example, reducing
production-cycle emissions is possible by using a conveyance truck to back up and drop
components at the precise location on the manufacturing line where those components are
required.

Each new manufacturing line we build is better and more cost-effectively designed than the
previous one, as we continue to strive for continuous development. The Giga plant in Shanghai
has already undergone substantial improvements, but work will continue on the Giga factories in
Berlin-Brandenburg and Texas.

Covering rooftop space with sunlight-based chargers:

Chargers based on sunlight were planned for Gigafactory Nevada. Up until now, we had only
offered solar chargers that could go as high as

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 3,200 kilowatts of power. Nearly 24,000 KW of power will be generated by the end of the year
as this project continues to expand. In the end, it will be the country's tallest structure with a
solar-powered rooftop. We are also testing solar chargers at the Gigafactory in Ny and or the
Fremont Fab robe production line.

To ensure that all of our production lines are compostable, we are embarking on a range of
initiatives to further cut emissions. We must use less active transport our automobiles and
batteries in order to keep their prices low. Our Battery Day ceremony in October 2019 comprised
a significant number of these efforts.

Switching to 4680 Tesla cells made in-house, where the creation

interaction may save energy use by 70%:
During Tesla's 2020 Battery Day, we demonstrated a new method for making cells utilizing dry
cathodes. Cathode and anode powders are mixed together in a large device, and the cathode is then
covered and dried with a large fan. Because of the massive ovens used in this cycle, the process of
making new cells uses a lot more energy. By using a terminal layer, the novel dry electrode
approach reduces total cell-creation energy expenditure by as much as 70 percent based on our most
recent study.

Changing to in-house cathode material assembling:

Our cathode materials producing approach may reduce energy usage in this interaction
progression (now attempted by provider) by 40% even if switching to in-house anode materials
should take longer than moving to in-house cells

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using renewable energy sources as much as possible over the duration of activities

Our goal is to reduce our dependence on fossil fuels as quickly as possible in all of our
operations, including our manufacturing lines, sales, administration, and delivery sectors, as
well as our Supercharger Network.

Batteries from us are built to last the life of the car:

There is a good chance that Tesla's battery packs will outlive the car itself. It is estimated that in the
United States and Europe, a car will be considered beyond repair after 200,000 miles of service.
Creating a battery that can last for a million miles.

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Filling cycles of 4,000 for high-mileage vehicles such as taxis and delivery vehicles would
lower the number of discharged per mile travelled. For personal use and ridesharing, the
NOxper km of a Model 3 is clearly lower.

Due to the editions being distributed uniformly over such a large area, the radiation exposures
per mile from the collection stage are significantly lower. The use stage's per mile discharges
remain unchanged. We must first strive to establish Robot axis technology in order to speed
upthe transition to renewable energy.

There are an estimated billion miles a day driven across the globe by vehicles. Vehicle miles are
overstated due to a limited number of vehicles, such as taxis, delivery vans, trucks, and haulers.
Measurement of discharges that is imbalanced Isolated

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 In the United States, a Tesla car with a 1,000,000-mile battery might be used more than five
times as often as a conventional vehicle. Even if a battery has been entirely improved and
rejected, its materials may still be utilized in a spic a span battery.

Every year, 8,000,000 people throughout the globe lose money due to
pollution caused by the use of petroleum products.
Air pollution is responsible for more than 8,000,000 unfortunate passings per year, as Harvard
University and the Universities of Birmingham, Leicester, and London have shown in study
published in Environmental Research.

Two times as many people would be protected from the adverse effects of fine-particle defilading as had
previously been, and that would cover one out of every five unanticipated tragedies worldwide. This is
an important benefit of electric vehicles that is sometimes overlooked since the general conversation
about electric vehicles tends to concentrate on compounds that harm the ozone. EVs are all about the
future of our world, but also about keeping a watchful eye on today's unnecessary deaths.

Aside from poor air quality in less developed countries, primary pollutants (NOx) and other tiny
particles may create substantial health issues in industrialized countries. Nearly 800,000 Europeans are
afflicted by diseases associated with tainting and donate unwisely on a continuous basis. Electric
vehicles not only help to decrease the production of greenhouse gases, but they also help to clean up
urban air pollution. Examples of this are lockdowns, which have shown how spotless urban society may
look.

In cities across the world, restrictions on the use of diesel cars, which are notorious for their large NOx
and smoke emissions, are gradually being established. As a result of COVID-19 restrictions on business
and travel, we have observed that air quality may fast improve due to the reduction in ICE-related
activity.

In the near future, it is not impossible to imagine that many metropolitan areas would switch to electric
cars because of the favorable environmental impact that fewer ICE vehicles on the road have.

17 percent of all vehicle emissions come from mix trucks, which are seldom
seen on the road:
One percent of the city's hard and quick naval force is made up of blend trucks, which are mostly
semi-trucks by a wide margin. In light of this, mix trucks account to about 17% of all vehicle
emissions in the United States because to their high fuel consumption in light of their lightweight
and energetic usage. Striking the bad-to-the-bone truck market is an essential part of affecting the
globe to practical energy. A diesel truck's payload is exactly the same. With respect to both the
United States of America and
Having seen how the European Union has backed greater weight benefits for large electric vehicles,
we can anticipate

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 That the payload should be comparable to that of a diesel-powered vehicle. Compared to diesel
reciprocals, electric semi-trucks in the EU are permitted to weigh up to 2 tons (about 4,400
pounds), although in the US, the reward is 0.9 tons (2,000 pounds). For a Tesla Semi that is fully
loaded, it should be able to go 500 miles on one charge, thanks to rounded out highlights and
very feasible motors. If needed, this vehicle will be able to arrive with a sufficient efficiencyof
over 0.50 miles per kWh. Despite the fact that the majority of significant travel experiences are
limited to less than 500 miles, we want critical distance hauling to be just as acceptable. A Mega
charger network is being encouraged at delivery rest sites throughout the United States and
Europe, so that each Tesla Semi may fill up its range.
Battery Recycling:

One of the most often questions we receive is, "What becomes for Tesla car batteries once
they show up it towards the ending of their life?" In contrast to oil subordinates and fuel cells,
the components in a rechargeable may be reused, while oil-based goods are used once.
Toxic waste products are released into the atmosphere every time oil is extracted from the ground,
refined artificially, and then consumed. Refined battery ingredients are put in a cell, where they will
remain until the end of their life when they may be reused to recover valuable materials.

Longer battery life span is the most reasonable choice:

In R&D and field testing, batteries that cannot be remanufactured are recycled.
For both personal and corporate use, extending the life of a battery pack is the better option. So,
before a customer's battery pack can be decommissioned and reused, Tesla does its best toincrease
the meaningful presence of every Tesla vehicle with over-the-air software updates to assist enhance
efficiency level as our developers find better ways to manage this.
Any battery that has been built to a customer's requirements may be upgraded
by a Tesla organization center:
We have just received a predetermined number of Tesla devices back from the field, which is why
our battery packs in our cars and our energy storage devices are designed to endure for many years.
Pre-customer batteries constitute the majority of Tesla's current battery stock. One hundred percent
of the lithium-molecule batteries we no longer need are repurposed instead of ending up in landfills.
As a result, Tesla has a wide-ranging internal environment for re-making batteries that come from
the field. Before reusing batteries, we take into account indirect economic principles and any
unnecessary actions.

Water Used Per Vehicle Manufactured:

Another standard for water uses per Tesla car will be established by Tesla's future industrial
facilities. As the ecology changes, there is less and less water. As a result, we are reducing our
water use as much as possible during our workday. Direct usage in assembly has been our
primary emphasis, but we will continue to investigate the rest of our sphere of influence, which
includes the retail network as well as sales, administration, and delivery. When it comes to
water utilization in automobile manufacture, "cooling tower beauty" is the most important
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The water that cools equipment should be replenished on a regular basis. Non-consumable sources
such as water or wastewater might be used to offset the cooling tower's overall appearance.
Gigafactory Berlin Brandenburg and Gigafactory Texas are adopting these steps to reduce
wateruse per car (counting cells).
Water escalated process streamlining:
We are always looking for ways to reduce our water use by modernizing or eliminating water-
intensive processes in all of our activities. It is planned that in the paint shop we will employ
contemporary wellspring flushing structures and battery can washing processes for cell creation at
Gigafactory Berlin-Brandenburg to use cream air conditioners, crash suppress tanks in projecting
the same.
Water collecting and reuse:

Rooftop overflow from Gigafactory Texas will be diverted to a central subterranean stockpiling
framework of about 1 million square feet. Assembling hardware will be kept cold by reusing
water. During a typical year, these structures are predicted to save an estimated 7.5 billion
barrels of municipal water from being used for other purposes.
Recycled water (wastewater reuse):
It is possible to change the total annual refrigeration available to be purchased water interest for
non-drinking applications by using area treated wastewater. It is estimated that Gigafactory Texas
may save 40 billion barrels of consumable municipal water every year, which is equivalent to the
cooling tower requirements for producing roughly 250,000 automobiles annually. At both the
Gigafactory’s in Texas and Berlin-Brandenburg, the utilization of reclaimed water is being
investigated.
Release credit systems are being developed all over the world to help non-sullying
organizationsmonetarily by allowing people to “to offer their credits to sullying organizations.
Release creditsystems. Debasing organizations pay non-debasing organizations via credit
purchases in order to
satisfy different nations' release goals and avoid government penalties. This structure's purpose is to
encourage each OEM in reducing releases and becoming non-sullied by distributing their own
personalized more notable amount manufactured EVs instead of repaying another organization for
their non-dirty credits.
Signs from many OEMs that are carrying off forceful electric vehicles instead of depending on
collecting "consistence motors," which are often electric cars that are intended to be used in
conjunction with an ICE plan, are visible in considerable places. In order to fulfil legal
requirements, rather than to assist the world achieve a more reasonable future, these consistent cars
are required to provide the greatest possible product.

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ICEs are eliminated as a result of the usage of surge credit pay for EV limit extension. Providing
zero-release authority credits to other OEMs generated over $1.6 billion in revenue for us in 2020.
Proceeds from these agreements will be used to construct new production lines for EVs that will
keep ICE cars off the road. While it is common practice for ICE car OEMs to acquire management
credits from different groups (such as Tesla) in order to modify their overall CO2 emissions, this
method is not a practical one. The OEMs will have no choice but to develop verychallenging EVs
in order to satisfy the world's ever-increasing regulatory requirements.
Environmental Impact and management:

Lifecycle Analysis of Tesla Vehicles versus Average ICE:

No matter where you drive it, a Fremont-built Model 3 emits substantially less ozone-depleting
material outputs per mile than that for a comparable ICE, regardless of where car is driven.

NOx, Particulates and Other Pollutants:

Per year, petroleum products cause more than 8 million tragic deaths, or one in every five. This
figure is more than twice as high as earlier estimates had suggested. There is a tendency to ignore
the fact that electric vehicles do not produce any exhaust emissions.

Pollution in the Italian Alps prior to stay-at-home orders:

Pollution in the Italian Alps during COVID-19 lockdowns:

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 Tesla Semi's Impact on Emissions:

Tesla Semi is ready to have a huge effect: in the U.S., blend trucks make up only 1.1% of the
vehicle armada yet represent 17% of yearly discharges.

Battery Recycling:

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 Q4 2020 will see the completion of the first generation of Tesla's Gigafactory Nevada cell
recycling plant, which will treat both battery production trash and used batteries.

Battery Recycling at Gigafactory Nevada:

Global annual amount of lithium-ion battery metals sent for recycling by Tesla in 2020:

• 1,300 Tons of Nickel

• 400 Tons of Copper

• 80 Tons ofCobalt

A closed-circle battery reusing method is a compelling alternative to the current practice of taking,
igniting, and reusing end-of-life batteries, which is predicated on the extraction and usage of
petroleum derivatives.

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 Waste Generated per Vehicle Manufactured:
As we continue to create larger, more efficient production units, our ability to reduce trash and
reduce bundling grows. A car assembled in Shanghai generates half as much waste as one
assembled in the United States. Our global expansion necessitates that we look for new and
innovative methods to cut down on waste.

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 Water Used in Vehicle Manufacturing:
In 2020, water consumption per vehicle was already lower than industry requirements. future
manufacturing lines like Gigafactory Berlin-Brandenburg are expected to establish a new
benchmark.

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 Emissions Credits:
In 2020, Tesla shipped twice as many electric vehicles as our closest competitor. helping drive
Selling administrative credits generated $1.6 billion in revenue. This money is being used to help us
reach our main objective faster by increasing our creation limit.

Net Energy Impact of our Products:

Our refineries have consumed 8 times as much energy as Tesla's solar-powered chargers since we
began selling the Model S in 2012.

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