Life cycle assessment of European anchovy (<Emphasis Type="Italic">Engraulis encrasicolus</Emphasis>) landed by purse seine vessels in northern Spain

Purpose

The main purpose of this article is to assess the environmental impacts associated with the fishing operations related to European anchovy fishing in Cantabria (northern Spain) under a life cycle approach.

Methods

The life cycle assessment (LCA) methodology was applied for this case study including construction, maintenance, use, and end of life of the vessels. The functional unit used was 1 kg of landed round anchovy at port. Inventory data were collected for the main inputs and outputs of 32 vessels, representing a majority of vessels in the fleet.

Results and discussion

Results indicated, in a similar line to what is reported in the literature, that the production, transportation, and use of diesel were the main environmental hot spots in conventional impact categories. Moreover, in this case, the production and transportation of seine nets was also relevant. Impacts linked to greenhouse gas (GHG) emissions suggest that emissions were in the upper range for fishing species captured with seine nets and the value of global warming potential (GWP) was 1.44 kg CO₂ eq per functional unit. The ecotoxicity impacts were mainly due to the emissions of antifouling substances to the ocean. Regarding fishery-specific categories, many were discarded given the lack of detailed stock assessments for this fishery. Hence, only the biotic resource use category was computed, demonstrating that the ecosystems’ effort to sustain the fishery is relatively low.

Conclusions

The use of the LCA methodology allowed identifying the main environmental hot spots of the purse seining fleet targeting European anchovy in Cantabria. Individualized results per port or per vessel suggested that there are significant differences in GHG emissions between groups. In addition, fuel use is high when compared to similar fisheries. Therefore, research needs to be undertaken to identify why fuel use is so high, particularly if it is related to biomass and fisheries management or if skipper decisions could play a role.

     

Methane oxidation,biogenic carbon,and the IPCC’s emission metrics. Proposal for a consistent greenhouse-gas accounting

Purpose

The fifth assessment report by the IPCC includes methane oxidation as an additional indirect effect in the global warming potential (GWP) and global temperature potential (GTP) values for methane. An analysis of the figures provided by the IPCC reveals they lead to different outcomes measured in CO₂-eq., depending on whether or not biogenic CO₂ emissions are considered neutral. In this article, we discuss this inconsistency and propose a correction.

Methods

We propose a simple framework to account for methane oxidation in GWP and GTP in a way that is independent on the accounting rules for biogenic carbon. An equation with three components is provided to calculate metric values, and its application is tested, together with the original IPCC figures, in a hypothetical example focusing on GWP100.

Results and discussion

The hypothetical example shows that the only set of GWP100 values consistently leading to the same outcome, regardless of how we account for biogenic carbon, is the one proposed in this article. Using the methane GWP100 values from the IPCC report results in conflicting net GHG emissions, thus pointing to an inconsistency.

Conclusions

In order to consistently discriminate between biogenic and fossil methane sources, a difference of 2.75 kg CO₂-eq. is needed, which corresponds to the ratio of the molecular weights of CO₂ and methane (44/16). We propose to correct the GWP and GTP values for methane accordingly.

     

Integrated environmental and economic assessment of current and future fuel cell vehicles

Purpose

Light-duty vehicles contribute considerably to global greenhouse gas emissions. Fuel cell vehicles (FCVs) may play a key role in mitigating these emissions without facing the same limitations in range and refueling time as battery electric vehicles (BEVs). In this study, we assess the environmental impacts and costs of a polymer electrolyte membrane fuel cell system (FCS) for use in light-duty FCVs and integrate these results into a comparative evaluation between FCVs, BEVs, and internal combustion engine vehicles (ICEVs).

Methods

We conduct a detailed life cycle assessment (LCA) and cost assessment for the current state of the technology and two future scenarios for technological development. We compile a detailed and consistent inventory for the FCS by systematically disassembling and integrating information found in cost studies. For the vehicle-level comparison, we use models to ensure that vehicle size, performance, and fuel consumption are unbiased between vehicle types and consistent with the scenarios for technological development.

Results and discussion

Our results show that FCVs can decrease life cycle greenhouse gas emissions by 50 % compared to gasoline ICEVs if hydrogen is produced from renewable electricity, thus exhibiting similar emission levels as BEVs that are charged with the same electricity mix. If hydrogen is produced by natural gas reforming, FCVs are found to offer no greenhouse gas reductions, along with higher impacts in several other environmental impact categories. A major contributor to these impacts is the FCS, in particular the platinum in the catalyst and the carbon fiber in the hydrogen tank. The large amount of carbon fiber used in the tank was also the reason why we found that FCVs may not become fully cost competitive with ICEVs or BEVs, even when substantial technological development and mass production of all components is assumed.

Conclusions

We conclude that FCVs only lead to lower greenhouse gas emissions than ICEVs if their fuel is sourced from renewable energy, as is the case with BEVs. FCVs are an attractive alternative to ICEVs in terms of vehicle performance criteria such as range and refueling time. However, the technological challenges associated with reducing other environmental impacts and costs of FCVs seem to be as large, if not larger, than those associated with the capacity and costs of batteries for BEVs—even when not taking into account the efforts required to build a hydrogen infrastructure network for road transportation.

     

LCA study of unconsumed food and the influence of consumer behavior

Purpose

In the light of anthropogenic resource depletion and the resulting influences on the greenhouse effect as well as globally occurring famine, food waste has garnered increased public interest in recent years. The aim of this study is to analyze the environmental impacts of food waste and to determine to what extent consumers’ behavior influences the environmental burden of food consumption in households.

Methods

A life cycle assessment (LCA) study of three food products is conducted, following the ISO 14040/44 life cycle assessment guidelines. This study addresses the impact categories climate change (GWP100), eutrophication (EP), and acidification (AP). Primary energy demand (PED) is also calculated. For adequate representation of consumer behavior, scenarios based on various consumer types are generated in the customer stage. The customer stage includes the food-related activities: shopping, storage, preparation, and disposal of food products as well as the disposal of the sales packaging.

Results and discussion

If the consumer acts careless towards the environment, the customer stage appears as the main hotspot in the LCA of food products. The environmental impact of food products can be reduced in the customer stage by an environmentally conscious consumer. Shopping has the highest effect on the evaluated impact categories and the PED. Additionally, consumers can reduce the resulting emissions by decreasing the electric energy demand, particularly concerning food storage or preparation. Moreover, results show that the avoidance of wasting unconsumed food can reduce the environmental impact significantly.

Conclusions

Results of this study show that the influence of consumer behavior on the LCA results is important. The customer stage of food products should not be overlooked in LCA studies. To enable comparison among results of other LCA studies, the LCA community needs to develop a common methodology for modeling consumer behavior.

     

Well-to-wheel GHG emissions and mitigation potential from light-duty vehicles in Macau

Purpose

The rapid growth of vehicle sales and usage has highlighted the need for greenhouse gas (GHG) emission reduction in Macau, a special administrative region (SAR) of China. As the most primary vehicle type, light-duty vehicles (LDV, including light-duty gasoline vehicles (LDGVs) and light-duty diesel vehicles (LDDVs)) play a key role in promoting the GHG reduction and development of green transportation system in Macau.

Methods

This study, on the basis of real-world tested and statistical data, firstly performed a streamlined life-cycle assessment (SLCA) on LDVs, to evaluate the potential GHG emissions and reduction through shifting to hybrid electric vehicles (HEVs) and electric vehicles (EVs).

Results and discussion

The results show that the mean GHG emissions from the LDGVs, LDDVs, and HEVs per 100 km were 25.16, 20.30, and 15.00 kg CO₂ eq, respectively. Under the current electricity mix in Macau, EVs with the emissions of 12.39 kg CO₂ eq/100 km can achieve a significant GHG emission reduction of LDVs in Macau. The total GHG emissions from LDVs increased from 124.99 to 247.82 thousand metric tons over the periods 2001–2014, with a 5.42% annual growth rate. A scenario analysis indicated that the development of HEVs and EVs—especially EVs—has the potential to control the GHG emissions from LDVs. Under the electricity mix of natural gas (NG) and solar energy (SE), the GHG emissions from EVs would drop by about 22 and 28%, respectively, by 2030.

Conclusions

This study develops a useful approach to evaluate the potential GHG emissions and its reduction strategies in Macau. All the obtained results could be useful for decision makers, providing robust support for drawing up an appropriate plan for improving green transportation systems in Macau.

     

Life cycle assessment-based selection of a sustainable lightweight automotive engine hood design

Purpose

This study presents a life cycle assessment (LCA)-based sustainable and lightweight automotive engine hood design and compares the life cycle energy consumption and potential environmental impacts of a steel (baseline) automotive engine hood with three types of lightweight design: advanced high strength steel (AHSS), aluminum, and carbon fiber.

Methods

A “cradle-to-grave” LCA including the production, use, and end-of-life stages is conducted in accordance with the ISO 14040/14044 standards. Onsite data collected by Chinese automotive companies in 2015 are used in the assessment. The Cumulative Energy Demand v1.09 method is applied to evaluate cumulative energy demand (CED), and the International Panel on Climate Change 2013 100a method is used to estimate global warming potential (GWP 100a).

Results and discussion

Among the different lightweight designs for the engine hood, the aluminum design is the most sustainable and has the lowest CED and GWP (100a) from a life cycle perspective, which is based on a lifetime driving distance of approximately 150,000 km. In addition, the AHSS design is also sustainable and lightweight. The carbon fiber design results in higher CED and GWP (100a) values than the steel (baseline) design during the life cycle but results in the largest CED and GWP (100a) savings through waste material recycling. The AHSS design exhibits the best break-even distance based on CED and GWP (100a) within 150,000 km.

Conclusions

Sensitivity analysis results show that the lifetime driving distance and material recycling rate have the largest impacts on the overall CEDs and GWPs of the three lightweight designs.

     

Conceptualising attributional LCA is necessary for resolving methodological issues such as the appropriate form of land use baseline

Purpose

The purposes of this commentary are to further an on-going debate concerning the appropriate form of land use baseline for attributional life cycle assessment (LCA) and to respond to a number of arguments advanced by Soimakallio (Int J Life Cycle Assess 20:1364–1375, 2016). The commentary also seeks to clarify the conceptual nature of attributional LCA.

Methods

The overarching approach for resolving the question of the appropriate form of land use baseline for attributional LCA is to clarify what attributional LCA is seeking to represent, i.e. methodological questions can only be resolved if it is clear what the method is seeking to do. An illustrative example is used to explore the different results produced by ‘natural regeneration’ and ‘natural’ baselines.

Results and discussion

It is proposed that attributional LCA should be conceptualised as an inventory of anthropogenic impacts, conceptually akin to other forms of environmental inventory, such as national GHG inventories. The use of natural regeneration baselines is not consistent with this conceptualisation of attributional LCA, and such baselines necessitate further ad hoc or arbitrary adjustments, such as arbitrary temporal windows or the inconsistent treatment of natural emissions.

Conclusions

The use of natural regeneration baselines may be motivated by the impulse to make attributional LCA both an inventory-type method and an assessment of system-wide change. Pulling attributional LCA in two different directions at once results in a conceptually and methodologically incoherent method. The solution is to recognise attributional LCA as an inventory-type method, which therefore has distinct but complementary uses to consequential LCA, which is an assessment of system-wide change.

     

Impacts of flexible pavement design and management decisions on life cycle energy consumption and carbon footprint

Purpose

The study aims to develop a methodological framework to estimate life cycle energy consumption and greenhouse gas (GHG) emissions related to pavement design and management decisions. Another objective is to apply the framework to the design and management of flexible highway pavement in Hong Kong. Traditionally, pavement design and management decisions are solely based on economic considerations. This study quantifies the relationships between such decisions and the environmental impacts, thereby helping highway agencies understand the environmental implications of their decisions and make more balanced decisions to improve highway sustainability.

Methods

(1) A methodological framework is developed by integrating the mechanistic-empirical pavement design guide (ME-PDG) and life cycle assessment (LCA) methods. (2) The calculation processes for the detailed components in the framework are proposed by synthesizing existing models, data, and tools. (3) In applying the framework to pavement design and management in Hong Kong, a large number of simulations are conducted to generate pavement performance data at different combinations of pavement thickness, roughness trigger value, and traffic levels. (4) GHG emissions and energy consumption are calculated for each simulation scenario, and the results are used to build statistical regression models. (5) The simulation and calculation results are also analyzed to gain additional insights on the environmental impacts of pavement design and management decisions.

Results and conclusions

(1) The developed framework that integrates ME-PDG and LCA methods is useful to assess pavement-related life cycle energy consumption and GHG emissions. (2) The developed regression models can well capture the trends of life cycle energy consumption and GHG emissions at different traffic levels, using asphalt concrete (AC) layer thickness and roughness trigger value as independent variables. (3) Material production, road use, and congestion due to road closure dominate pavement-related life cycle energy use and GHG emissions. (4) Optimum pavement thickness and international roughness index (IRI) trigger values exist, and they vary with traffic levels.

     

Effect of geographical location and stochastic weather variation on life cycle assessment of biodiesel production from camelina in the northwestern USA

Purpose

The effect of regional factors on life cycle assessment (LCA) of camelina seed production and camelina methyl ester production was assessed in this study. While general conclusions from LCA studies point to lower environmental impacts of biofuels, it has been shown in many studies that the environmental impacts are dependent on location, production practices, and even local weather variations.

Methods

A cradle-to-farm gate and well-to-pump approaches were used to conduct the LCA. To demonstrate the impact of agro-climatic and management factors (weather condition, soil characteristics, and management practices) on the overall emissions for four different regions including Corvallis, OR, Pendleton, OR, Pullman, WA, and Sheridan, WY, field emissions were simulated using the DeNitrification-DeComposition (DNDC) model. openLCA v.1.4.2 software was used to quantify the environmental impacts of camelina seed and camelina methyl ester production.

Results and discussion

The results showed that greenhouse gas (GHG) emissions during camelina production in different regions vary between 49.39 and 472.51 kg CO₂-eq./ha due to differences in agro-climatic and weather variations. The GHG emissions for 1 kg of camelina produced in Corvallis, Pendleton, Pullman, and Sheridan were 0.76 ± 11, 0.55 ± 10, 0.47 ± 18, and 1.26 ± 6 % kg CO₂-eq., respectively. The GHG emissions for 1000 MJ of camelina biodiesel using camelina produced in Corvallis, Pendleton, Pullman, and Sheridan were 53.60 ± 5, 48.87 ± 5, 44.33 ± 7, and 78.88 ± 4 % kg CO₂-eq., respectively. Other impact categories such as acidification and ecotoxicity for 1000 MJ of camelina biodiesel varied across the regions by 43 and 103 %, respectively.

Conclusions

It can be concluded that process-based crop models such as DNDC in conjunction with Monte Carlo analysis are helpful tools to quantitatively estimate the influence of regional factors on field emissions which consequently can provide information about the expected variability in LCA results.

     

A cascaded life cycle: reuse of electric vehicle lithium-ion battery packs in energy storage systems

Purpose

Lithium-ion (Li-ion) battery packs recovered from end-of-life electric vehicles (EV) present potential technological, economic and environmental opportunities for improving energy systems and material efficiency. Battery packs can be reused in stationary applications as part of a “smart grid”, for example to provide energy storage systems (ESS) for load leveling, residential or commercial power. Previous work on EV battery reuse has demonstrated technical viability and shown energy efficiency benefits in energy storage systems modeled under commercial scenarios. The current analysis performs a life cycle assessment (LCA) study on a Li-ion battery pack used in an EV and then reused in a stationary ESS.

Methods

A complex functional unit is used to combine energy delivered by the battery pack from the mobility function and the stationary ESS. Various scenarios of cascaded “EV mobility plus reuse in stationary clean electric power scenarios” are contrasted with “conventional system mobility with internal combustion engine vehicles plus natural gas peaking power.” Eight years are assumed for first use; with 10 years for reuse in the stationary application. Operational scenarios and environmental data are based on real time-of-day and time-of-year power use. Additional data from LCA databases are utilized. Ontario, Canada, is used as the geographic baseline; analysis includes sensitivity to the electricity mix and battery degradation. Seven environmental categories are assessed using ReCiPe.

Results and discussion

Results indicate that the manufacturing phase of the Li-ion battery will still dominate environmental impacts across the extended life cycle of the pack (first use in vehicle plus reuse in stationary application). For most impact categories, the cascaded use system appears significantly beneficial compared to the conventional system. By consuming clean energy sources for both use and reuse, global and local environmental stress reductions can be supported. Greenhouse gas advantages of vehicle electrification can be doubled by extending the life of the EV batteries, and enabling better use of off-peak low-cost clean electricity or intermittent renewable capacity. However, questions remain concerning implications of long-duration use of raw material resources employed before potential recycling.

Conclusions

Li-ion battery packs present opportunities for powering both mobility and stationary applications in the necessary transition to cleaner energy. Battery state-of-health is a considerable determinant in the life cycle performance of a Li-ion battery pack. The use of a complex functional unit was demonstrated in studying a component system with multiple uses in a cascaded application.

     

Potential emission savings from refrigeration and air conditioning systems by using low GWP refrigerants

Purpose

Refrigeration and air conditioning systems have high, negative environmental impacts due to refrigerant charge leaks from the system and their corresponding high global warming potential. Thus, many efforts are in progress to obtain suitable low GWP alternative refrigerants and more environmentally friendly systems for the future. The system’s life cycle climate performance (LCCP) is a widespread metric proposed for the evaluation of the system’s environmental impact.

Methods

In this paper, the potential emission reductions in the commercial refrigeration and residential air conditioning systems, made possible by shifting towards more environmentally friendly refrigerants in the US, are presented. First, the current LCCP of the most common commercial refrigeration and residential air conditioning systems is calculated. Then, the LCCP of the baseline systems, when using the potential low GWP alternative refrigerants, is presented. This helps to determine the systems which have the highest potential for emission reductions.

Results and discussion

By shifting from the baseline refrigerants, R-404A and R-410A, to the suggested low GWP refrigerants, N-40 and L-41a, in the commercial refrigeration and residential HVAC systems, respectively, a combined drop of 30.43 % in the total emissions (i.e., total equivalent mass of emissions in kg CO_2eq) is obtained. This results from a 50.5 and 28.01 % drop in total emissions from supermarket refrigeration systems and residential air conditioning, respectively.

Conclusions

Shifting to lower GWP refrigerants in the refrigeration and air conditioning systems helps to reduce the total emissions and negative environmental impacts of these systems. Shifting to a secondary circuit commercial refrigeration system using N-40/L-40 and residential air conditioning and heat pump systems using L-41a helps in reducing the total emissions.

     

Estimation of greenhouse gas emissions from sewer pipeline system

Purpose

The aim of this study was to estimate the total greenhouse gas (GHG) emissions generated from whole life cycle stages of a sewer pipeline system and suggest the strategies to mitigate GHG emissions from the system.

Methods

The process-based life cycle assessment (LCA) with a city-scale inventory database of a sewer pipeline system was conducted. The GHG emissions (direct, indirect, and embodied) generated from a sewer pipeline system in Daejeon Metropolitan City (DMC), South Korea, were estimated for a case study. The potential improvement actions which can mitigate GHG emissions were evaluated through a scenario analysis based on a sensitivity analysis.

Results and discussion

The amount of GHG emissions varied with the size (150, 300, 450, 700, and 900 mm) and materials (polyvinyl chloride (PVC), polyethylene (PE), concrete, and cast iron) of the pipeline. Pipes with smaller diameter emitted less GHG, and the concrete pipe generated lower amount of GHG than pipes made from other materials. The case study demonstrated that the operation (OP) stage (3.67 × 10⁴ t CO₂eq year^?1, 64.9%) is the most significant for total GHG emissions (5.65 × 10⁴ t CO₂eq year^?1) because a huge amount of CH₄ (3.51 × 10⁴ t CO₂eq year^?1) can be generated at the stage due to biofilm reaction in the inner surface of pipeline. Mitigation of CH₄ emissions by reducing hydraulic retention time (HRT), optimizing surface area-to-volume (A/V) ratio of pipes, and lowering biofilm reaction during the OP stage could be effective ways to reduce total GHG emissions from the sewer pipeline system. For the rehabilitation of sewer pipeline system in DMC, the use of small diameter pipe, combination of pipe materials, and periodic maintenance activities are suggested as suitable strategies that could mitigate GHG emissions.

Conclusions

This study demonstrated the usability and appropriateness of the process-based LCA providing effective GHG mitigation strategies at a city-scale sewer pipeline system. The results obtained from this study could be applied to the development of comprehensive models which can precisely estimate all GHG emissions generated from sewer pipeline and other urban environmental systems.

     

Life cycle assessment of renewable diesel production from lignocellulosic biomass

Purpose

Governments around the world encourage the use of biofuels through fuel standard policies that require the addition of renewable diesel in diesel fuel from fossil fuels. Environmental impact studies of the conversion of biomass to renewable diesel have been conducted, and life cycle assessments (LCA) of the conversion of lignocellulosic biomass to hydrogenation-derived renewable diesel (HDRD) are limited, especially for countries with cold climates like Canada.

Methods

In this study, an LCA was conducted on converting lignocellulosic biomass to HDRD by estimating the well-to-wheel greenhouse gas (GHG) emissions and fossil fuel energy input of the production of biomass and its conversion to HDRD. The approach to conduct this LCA includes defining the goal and scope, compiling a life cycle inventory, conducting a life cycle impact assessment, and executing a life cycle interpretation. All GHG emissions and fossil fuel energy inputs were based on a fast pyrolysis plant capacity of 2000 dry tonnes biomass/day. A functional unit of 1 MJ of HDRD produced was adopted as a common unit for data inputs of the life cycle inventory. To interpret the results, a sensitivity analysis was performed to measure the impact of variables involved, and an uncertainty analysis was performed to assess the confidence of the results.

Results and discussion

The GHG emissions of three feedstocks studied—whole tree (i.e., chips from cutting the whole tree), forest residues (i.e., chips from branches and tops generated from logging operations), and agricultural residues (i.e., straw from wheat and barley)—range from 35.4 to 42.3 g CO_2,eq/MJ of HDRD (i.e., lowest for agricultural residue- and highest for forest residue-based HDRD); this is 53.4–61.1 % lower than fossil-based diesel. The net energy ratios range from 1.55 to 1.90 MJ/MJ (i.e., lowest for forest residue- and highest for agricultural residue-based HDRD) for HDRD production. The difference in results among feedstocks is due to differing energy requirements to harvest and pretreat biomass. The energy-intensive hydroprocessing stage is responsible for most of the GHG emissions produced for the entire conversion pathway.

Conclusions

Comparing feedstocks showed the significance of the efficiency in the equipment used and the physical properties of biomass in the production of HDRD. The overall results show the importance of efficiency at the hydroprocessing stage. These findings indicate significant GHG mitigation benefits for the oil refining industry using available lignocellulosic biomass to produce HDRD for transportation fuel.

     

Life cycle assessment in road infrastructure planning using spatial geological data

Purpose

The purpose of the study was to outline and demonstrate a new geographic information system (GIS)-based approach for utilising spatial geological data in three dimensions (i.e. length, width and depth) to improve estimates on earthworks during early stages of road infrastructure planning.

Methods

This was undertaken by using three main methodological steps: mass balance calculation, life cycle inventory analysis and spatial mapping of greenhouse gas (GHG) emissions and energy use. The mass balance calculation was undertaken in a GIS environment using two assumptions of geological stratigraphy for two proposed alternative road corridors in Sweden. The estimated volumes of excavated soil, blasted rock and filling material were later multiplied with the GHG emission and energy use factors for these processes, to create spatial data and maps in order to show potential impacts of the studied road corridors. The proposed GIS-based approach was evaluated by comparing with actual values received after one alternative was constructed.

Results and discussion

The results showed that the estimate of filling material was the most accurate (about 9 % deviation from actual values), while the estimate for excavated soil and blasted rock resulted in about 38 and 80 % deviation, respectively, from the actual values. It was also found that the total volume of excavated and ripped soils did not change when accounting for stratigraphy.

Conclusions

The conclusion of this study was that more information regarding embankment height and actual soil thickness would further improve the model, but the proposed GIS-based approach shows promising results for usage in LCA at an early stage of road infrastructure planning. Thus, by providing better data quality, GIS in combination with LCA can enable planning for a more sustainable transport infrastructure.

     

Mapping the impacts of farmed Scottish salmon from a life cycle perspective

Purpose

The European Union relies on seafood imports to supply growing demand that European production has failed to meet. Politically motivated media reports have denigrated competing imports in favour of local production. While life cycle assessment (LCA) measures global impact of value chains, it often fails to contextualise them. Using LCA, this article takes farmed Scottish Atlantic salmon as a case study of “local” production to identify and map the contributions to global environmental impact.

Methods

Data on the Scottish salmon value chain were collected by structured survey from a large international feed mill, six farms and a major processor. Secondary data were collected from available literature on feed ingredients and background data from EcoInvent2.2. A mid-point CML2001 approach was adopted focussing on global warming potential (GWP), acidification potential (AP), eutrophication potential, ozone depletion potential, photo-chemical oxidation potential, consumptive water use and land use. Results were displayed as contribution analyses of materials and processes and mapped geographically using area plots.

Results and discussion

Far from being a “locally” produced commodity, nearly 50% of the feed ingredients were sourced from South America and less than 25% originated in the UK. It was found that over 90% of the impact to farm-gate was embodied in feed, apart from eutrophication potential which was high at the farm from direct nitrogenous emissions into the marine environment. The majority of impacts do not occur in Scotland, particularly for land and water use, which occur at a more geographically significant level than GWP or AP, which are more global or regional impacts, respectively. High GWP emissions from vegetable-based ingredients were related to soil management and energy intensive processes such as wet milling to produce gluten from wheat and maize, sunflower and rapeseed oil processing.

Conclusions

The results show that in an age of globalised commodity trading, concerns around “local” production are often misleading. As consumers try to make more responsible purchase choices, they may be misled over the global impacts their choices are having. There are clearly trade-offs between different feed ingredients, especially regarding substitution of marine ingredients with those of vegetable origin. While marine ingredients perform comparatively well, they are highly limited, and biodiversity impacts of different ingredients are less clear and difficult to compare.

     

Do green wooden composites using lignin-based binder have environmentally benign alternatives? A preliminary LCA case study in China

Purpose

Nowadays, formaldehyde emissions from petroleum-based adhesives contribute considerably to environmental problems and are a constraint to the development of forest-based industries. Although many efforts are being made to develop new lignin-based adhesives for panels, very few studies were carried out via life cycle assessment (LCA). This study aims to assess the life cycle of green wooden composites by using hybrid-modified ammonium lignosulfonate (HMAL) as the binder and investigate the possibility of lignin-based binder to be a good alternative.

Methods

This study is a step further of the previous work conducted on HMAL as an alternative binder for medium-density fiberboard (MDF) or, in other words, the wooden composite made from HMAL and wood fiber (WF). LCA was carried out to assess the environmental impacts during the life cycle of the new manufacturing process of HMAL/WF production using ReCiPe 1.08 Endpoint and IPCC global warming potential (GWP) method built into the GaBi version 6.0 software. The production system involved two subsystems: raw material supply and board manufacture. Meanwhile, a comparative LCA of conventional MDF, with three main damage categories and GWP, was also carried out.

Results and discussion

The hydrogen peroxide (H₂O₂) production, electricity, and the HMAL/WF manufacturing stages had the greatest environmental impact. The comparative results pointed out that HMAL/WF production is environmentally superior to conventional MDF in general. Due to the environmental impacts associated with the HMAL binder, a sensitivity analysis was carried out. Suggestions were made for a cleaner production, in which the H₂O₂ dose was reduced to 24 wt%.

Conclusions

H₂O₂ use, energy, and electricity consumption are main contributors to most impact categories, which help us to find the potential improvements of sustainability, choose the appropriate HMAL technology, and optimize the HMAL/WF system. Feasible production processes and life cycle costs are factors that still need to be studied.

     

Human health characterization factors of nano-TiO<Subscript>2</Subscript> for indoor and outdoor environments

Purpose

The increasing use of engineered nanomaterials (ENMs) in industrial applications and consumer products is leading to an inevitable release of these materials into the environment. This makes it necessary to assess the potential risks that these new materials pose to human health and the environment. Life cycle assessment (LCA) methodology has been recognized as a key tool for assessing the environmental performance of nanoproducts. Until now, the impacts of ENMs could not be included in LCA studies due to a lack of characterization factors (CFs). This paper provides a methodological framework for identifying human health CFs for ENMs.

Methods

The USEtox? model was used to identify CFs for assessing the potential carcinogenic and non-carcinogenic effects on human health caused by ENM emissions in both indoor (occupational settings) and outdoor environments. Nano-titanium dioxide (nano-TiO₂) was selected for defining the CFs in this study, as it is one of the most commonly used ENMs. For the carcinogenic effect assessment, a conservative approach was adopted; indeed, a critical dose estimate for pulmonary inflammation was assumed.

Results and discussion

We propose CFs for nano-TiO₂ from 5.5E?09 to 1.43E?02 cases/kg_emitted for both indoor and outdoor environments and for carcinogenic and non-carcinogenic effects.

Conclusions

These human health CFs for nano-TiO₂ are an important step toward the comprehensive application of LCA methodology in the field of nanomaterial technology.

     

Liquefied natural gas for the UK: a life cycle assessment

Purpose

Liquefied natural gas (LNG) is expected to become an important component of the UK’s energy supply because the national hydrocarbon reserves on the continental shelf have started diminishing. However, use of any carbon-based fuel runs counter to mitigation of greenhouse gas emissions (GHGs). Hence, a broad environmental assessment to analyse the import of LNG to the UK is required.

Methods

A cradle to gate life cycle assessment has been carried out of a specific but representative case: LNG imported to the UK from Qatar. The analysis covers the supply chain, from gas extraction through to distribution to the end-user, assuming state-of-the-art facilities and ships. A sensitivity analysis was also conducted on key parameters including the energy requirements of the liquefaction and vaporisation processes, fuel for propulsion, shipping distance, tanker volume and composition of raw gas.

Results and discussion

All environmental indicators of the CML methodology were analysed. The processes of liquefaction, LNG transport and evaporation determine more than 50% of the cradle to gate global warming potential (GWP). When 1% of the total gas delivered is vented as methane emissions leakage throughout the supply chain, the GWP increases by 15% compared to the GWP of the base scenario. The variation of the GWP increases to 78% compared to the base scenario when 5% of the delivered gas is considered to be lost as vented emissions. For all the scenarios analysed, more than 75% of the total acidification potential (AP) is due to the sweetening of the natural gas before liquefaction. Direct emissions from transport always determine between 25 and 49% of the total eutrophication potential (EP) whereas the operation and maintenance of the sending ports strongly influences the fresh water aquatic ecotoxicity potential (FAETP).

Conclusions

The study highlights long-distance transport of LNG and natural gas processing, including sweetening, liquefaction and vaporisation, as the key operations that strongly affect the life cycle impacts. Those cannot be considered negligible when the environmental burdens of the LNG supply chain are considered. Furthermore, the effect of possible fugitive methane emissions along the supply chain are critical for the impact of operations such as extraction, liquefaction, storage before transport, transport itself and evaporation.