Scenario Modelling in Prospective LCA of Transport Systems. Application of Formative Scenario Analysis (11 pp)

Background Tools and methods able to cope with uncertainties are essential for improving the credibility of Life Cycle Assessment (LCA) as a decision support tool. Previous approaches have focussed predominately upon data quality. Objective and Scope. An epistemological approach is presented conceptualising uncertainties in a comparative, prospective, attributional LCA. This is achieved by considering a set of cornerstone scenarios representing future developments of an entire Life Cycle Inventory (LCI) product system. We illustrate the method using a comparison of future transport systems. Method Scenario modelling is organized by means of Formative Scenario Analysis (FSA), which provides a set of possible and consistent scenarios of those unit processes of an LCI product system which are time dependent and of environmental importance. Scenarios are combinations of levels of socio-economic or technological impact variables. Two core elements of FSA are applied in LCI scenario modelling. So-called impact matrix analysis is applied to determine the relationship between unit process specific socio-economic variables and technology variables. Consistency Analysis is employed to integrate unit process scenarios, based on pair-wise ratings of the consistency of the levels of socio-economic impact variables of all unit processes. Two software applications are employed which are available from the authors. Results and Discussion The study reveals that each possible level or development of a technology variable is best conceived of as the impact of a specific socio-economic (sub-) scenario. This allows for linking possible future technology options within the socio-economic context of the future development of various background processes. In an illustrative case study, the climate change scores and nitrogen dioxide scores per seat kilometre for six technology options of regional rail transport are compared. Similar scores are calculated for a future bus alternative and an average Swiss car. The scenarios are deliberately chosen to maximise diversity. That is, they represent the entire range of future possible developments. Reference data and the unit process structure are taken from the Swiss LCA database 'ecoinvent 2000'. The results reveal that rail transport remains the best option for future regional transport in Switzerland. In all four assessed scenarios, four technology options of future rail transport perform considerably better than regional bus transport and car transport. Conclusions and Recommendations. The case study demonstrates the general feasibility of the developed approach for attributional prospective LCA. It allows for a focussed and in-depth analysis of the future development of each single unit process, while still accounting for the requirements of the final scenario integration. Due to its high transparency, the procedure supports the validation of LCI results. Furthermore, it is well-suited for incorporation into participatory methods so as to increase their credibility. Outlook and Future Work. Thus far, the proposed approach is only applied on a vehicle level not taking into account alterations in demand and use of different transport modes. Future projects will enhance the approach by tackling uncertainties in technology assessment of future transport systems. For instance, environmental interventions involving future maglev technology will be assessed so as to account for induced traffic generated by the introduction of a new transport system.     

Environmental Impact and Intensity of Processes in Selected Services Companies

The study fills the gap in existing literature by comparing the economic costs and environmental impacts of processes in four services companies in Europe and the United States. Process-based life cycle assessment (LCA) and the case study method are used to compare companies both on four global-scale impacts and on environmental intensity (impacts per unit cost). The study builds on prior publications on the environmental contribution of processes. The processes include all the activities of the companies that result in an entry into the bookkeeping records. The results show that despite the substantial differences in organizational characteristics and line of business, all the cases had similar environmental contributions and intensity profiles. Wages, which accounted for over half of the costs, were assumed not to cause any environmental impacts. By contrast, the office premises, which generated less than 10% of the costs, caused around 50% of the environmental impacts. At a more general level, the results suggest that both the high environmental impact and the high intensity are attributed mostly to a few premises-related processes in the services industry. The results also seem to imply that the companies could gain added value by using life cycle assessment in determining the significant environmental impacts of their operations.     

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.

     

Forestry operations in the alpine context. Life cycle assessment to support the integrated assessment of forest wood short supply chain

Purpose

Biotic resources are considered a key element of bio-economy. In the present study we focus on the forest supply industry, assessing environmental sustainability through Life Cycle Assessment (LCA) methodology. We explored and evaluated forestry operations in order to support decision-makers in choosing the best operational modes for site-specific conditions. Main aims of the study are: 1) a LCA-based systematic comparative analysis of different operational modes and technological options associated with wood extraction considering site-specific conditions; 2) the quantification of impacts associated with transport of wood material.

Methods

A case study on the alpine region of Italy (Intelvi Valley) is presented and discussed. Different forestry activities were investigated, comparing the traditional operational method with a more mechanized one (advanced mechanization). All operations were included within the system boundaries, from felling to transport to sawmill. Regarding the traditional operational method, different options were evaluated, considering that: 1) the extraction could be performed by cable-yard or winch; and 2) the delimbing phase could be performed before or after extraction phase. Each activity was modeled using primary data, assuring that real forest conditions are taken into account and assessed.

Results

In spite of the expectations associated with advanced mechanization, the hypothesis to choose traditional mechanization was preferable for Intelvi Valley conditions. Fuel consumption and related emissions proved to be the main source of impacts. Sensitivity analyses highlighted that advanced mechanization could be the best method to perform forestry operations, if used in proper conditions (i.e. at the top productivity rate) and that the choice of a short supply chain drastically reduces the impacts induced by long distance transportation.

Conclusions

The choice of the best technological options should be based on a site-specific and context- related assessment. It is very important to give priority to the operational mode which minimizes the hours necessary to perform each operation. It was also found that the technological option should be chosen according to the geomorphology and topography and the site-specific characteristics of the area investigated, and no one option can be considered as the most suitable for all conditions.Furthermore, current impact assessment methods are still lacking in the evaluation of potential impact to biodiversity in the specific context were the extraction takes place. Further investigations related to the environmental profile of a product will be object of a second study that will concern the design of green furniture pieces, starting from certified wood as raw material.     

Environmental impact of replacing soybean meal with rapeseed meal in diets of finishing pigs

The major impact of the livestock sector on the environment may be reduced by feeding agricultural co-products to animals. Since the last decade, co-products from biodiesel production, such as rapeseed meal (RSM), became increasingly available in Europe. Consequently, an increase in RSM content in livestock diets was observed at the expense of soybean meal (SBM) content. Cultivation of SBM is associated with high environmental impacts, especially when emissions related to land use change (LUC) are included. This study aims to assess the environmental impact of replacing SBM with RSM in finishing pig diets. As RSM has a lower nutritional value, we assessed the environmental impact of replacing SBM with RSM using scenarios that differed in handling changes in nutritional level. Scenario 1 (S1) was the basic scenario containing SBM. In scenario 2 (S2), RSM replaced SBM based on CP content, resulting in reduced energy and amino acid content, and hence an increased feed intake to realize the same growth rate. The diet of scenario 3 (S3) was identical to S2; however, we assumed that pigs were not able to increase their feed intake, leading to reduced growth performance. In scenario 4 (S4), the energy and amino acid content were increased to the same level of S1. Pig performances were simulated using a growth model. We analyzed the environmental impact of each scenario using life-cycle assessment, including processes of feed production, manure management, piglet production, enteric fermentation and housing. Results show that, expressed as per kg of BW, replacing SBM with RSM in finishing pig diets marginally decreased global warming potential (GWP) and energy use (EU) but decreased land use (LU) up to 12%. Between scenarios, S3 had the maximum potential to reduce the environmental impact, due to a lower impact per kg of feed and an increased body protein-to-lipid ratio of the pigs, resulting in a better feed conversion ratio. Optimization of the body protein-to-lipid ratio, therefore, might result in a reduced environmental impact of pig production. Furthermore, the impact of replacing SBM with RSM changed only marginally when emissions related to direct (up to 2.9%) and indirect LUC (up to 2.5%) were included. When we evaluated environmental impacts of feed production only, which implies excluding other processes along the chain as is generally found in the literature, GWP decreased up to 10%, including LUC, EU up to 5% and LU up to 16%.     

Incorporating environmental aspects in an inventory routing problem. A case study from the petrochemical industry

Carbon emissions from transport activities in a supply chain are extensively contributing to global warming. However, the focus of literature in the field of sustainable supply chain management is mainly on production processes or network design decisions, considering transportation as a “necessary evil”. Consequently, transport activities are often accounted for in a rather simplified way in the analyses and are rarely analyzed on a high level of detail. Thereby the actual impacts transport processes have on the economic and environmental performance of a company are distorted. Our work focuses solely on the analysis of transport processes and shows the economic and environmental effects of routing decisions in a supply chain with vertical collaboration, for instance through vendor-managed inventory. We propose an Inventory Routing Model and apply it to a case study from the petrochemical industry. The outcome from this detailed transport analysis is then compared with results from former studies, where the main focus was on facility location decisions rather than on transportation decisions. The results point out the importance of detailed transport process analyses in order to get accurate results and suggest a potential for achieving pareto-improvements by reducing at the same time both costs and carbon emissions in a supply chain with vertical collaboration.     

Life cycle assessment of integrated food chains—a Swedish case study of two chicken meals

Background, aims, and scope  Food is a vital human need that not only provides essential nutrition but is also a key part of our social life as well as being a valued sensory experience. However, food, or rather the production chain of food, from primary production (agriculture/aquaculture/fishing) to consumer and beyond, also results in some form of environmental impact, as does transport between steps. There are several life cycle assessment studies of food products, most of them analysing the impact of the food chain of single food items. Still, detailed studies of complete meals are less frequent in the literature. In the Swedish study presented in this article, the environmental impacts of two different chicken meals (homemade and semi-prepared) were analysed. The aim of the study was to gain knowledge of the environmental impact of integrated food chains and also to explore the effect of improvement measures in the post-farm systems. To this end, two chicken meals were chosen for analysis, with two scenarios for each meal; the first scenario reflects the present conditions of the food chain, and the second scenario incorporates a number of improvement actions in the stages after the farm. Materials and methods  Input data to the model were based mainly on previous life cycle assessment (LCA) studies of Swedish food products and studies on wastage and consumer transport. Food engineering data and information from producing companies were used for modelling the industries. The improvement scenario was constructed using insight from a preceding LCA study of a meatball meal (Sonesson et al., Ambio, 34:411–418, 2005a) along with goals set out by a Swedish agreement between representatives from national and regional government, food industry sectors and retailers. The impact assessment was conducted according to Lindfors et al. (Nordic guidelines on life cycle assessment, The Nordic Council of Ministers, Copenhagen, Denmark, 1995), and the following environmental effects were included: global warming potential, eutrophication potential, acidification potential, photochemical ozone creation potential, and use of primary energy carriers and secondary energy. Results  In terms of energy use, the largest part is used in the steps after the farm for both meal types. Hence, the changes made in the improvement scenario have a significant impact on the total energy use. For the homemade and semi-prepared meal, the reduction is 15% and 20% respectively, not only due to less consumer transport and packaging but also reduction in industry (semi-prepared). Agriculture is also a significant contributor to emissions of greenhouse gases and eutrophying emissions; for the homemade meal, around 40% of the greenhouse gases originate from agriculture, and for the semi-prepared meal, the figure is 50%. The improvement actions with the greatest reduction in greenhouse gases are, again, less consumer transport and, in the case of the semi-prepared meal, the reduction in energy use in industry. Regarding eutrophication, more than 90% of the emissions originate from agriculture. Hence, the only improvement action that has an effect here is the utilisation of raw material downstream in the production chain; a slight reduction in waste still gives a notable reduction in overall eutrophic emissions. Discussion  There are two significant areas of research to reduce the impact of meals that are not explored in this study: choice of meal components and production methods in agriculture. However, the aim with this study was to explore if there are further ways of reducing the impact without going into these very complex areas, and our conclusion is that there are effective ways in the post-farm chain to cut emissions that, together with choices of diet and agricultural research, can significantly reduce the impact of our food consumption. Conclusions  Actions in the post-farm chain that can significantly reduce the environmental impact of a meal are less food thrown away in the household, fewer car trips to the supermarket (e.g. only once a week) and, for semi-prepared food products, more efficient energy use in the food industry. The study shows that consumer actions prove just as important as industrial actions. Recommendations and perspectives  Further research is needed to understand the mechanism for the disposal of food, i.e. the reasons for food being wasted, and the relationship between shopping frequency, retail location, size of packaging, etc. in order to reduce the impact of waste and consumer transport. Responsible editor: Niels Jungbluth     

Greenhouse gas emissions from forestry in East Norway

Purpose

So far no calculations have been made for greenhouse gas (GHG) emissions from forestry in East Norway. This region stands for 80 % of the Norwegian timber production. The aim of this study was to assess the annual GHG emissions of Norwegian forestry in the eastern parts of the country from seed production to final felling and transport of timber to sawmill and wood processing industry (cradle-to-gate inventory), based on specific Norwegian data.

Methods

The life cycle inventory was conducted with SimaPro applying primary and secondary data from Norwegian forestry. GHG emissions of fossil-related inputs from the technosphere were calculated for the functional unit of 1 m³ timber extracted and delivered to industry gate in East Norway in 2010. The analysis includes seed and seedling production, silvicultural operations, forest road construction and upgrading, thinning, final felling, timber forwarding and timber transport on road and rail from the forest to the industry. Norwegian time studies of forestry machines and operations were used to calculate efficiency, fuel consumption and transport distances. Due to the lack of specific Norwegian data in Ecoinvent, we designed and constructed unit processes based on primary and secondary data from forestry in East Norway.

Results and discussion

GHG emissions from forestry in East Norway amounted to 17.893 kg CO₂-equivalents per m³ of timber delivered to industry gate in 2010. Road transport of timber accounted for almost half of the total GHG emissions, final felling and forwarding for nearly one third of the GHG emissions. Due to longer road transport distances, pulpwood had higher impact on the climate change category than saw timber. The construction of forest roads had the highest impact on the natural land transformation category. The net CO₂ emissions of fossil CO₂ corresponded to 2.3 % of the CO₂ sequestered by 1 m³ of growing forest trees and were compared to a calculation of biogenic CO₂ release from the forest floor as a direct consequence of harvesting.

Conclusions

Shorter forwarding and road transport distances, increased logging truck size and higher proportion of railway transport may result in lower emissions per volume of transported timber. A life cycle assessment of forestry may also consider impacts on environmental categories other than climate change. Biogenic CO₂ emissions from the soil may be up to 10 times higher than the fossil-related emissions, at least in a short-term perspective, and are highly dependent on stand rotation length.     

Life cycle assessment of industrial symbiosis: A critical review of relevant reference scenarios

This paper highlights the methods and parameters used to define and design a reference scenario to be compared with an industrial symbiosis (IS) scenario using the life cycle assessment (LCA) methodology. To this end, a critical review was conducted of 26 peer‐reviewed papers using LCA in the field of IS. The analysis focuses on the definition and design of reference scenarios through five cross‐analyses to determine correlations between the type and the number of reference scenarios and the type of IS scenarios studied and also some LCA characteristics such as the functional unit, the type of data used, and the use of sensitivity analysis. Results show that the definition of reference scenarios depends mainly on the type of IS scenario considered. For a current IS developed at an industrial scale, the suitable reference scenario is mainly a hypothetical nonsymbiotic reference scenario. For a prospective IS, the suitable reference scenario is mainly a current nonsymbiotic reference scenario. Due to this critical review, the problem of variability of reference scenarios emerges. To resolve it, the authors analyze different reference scenarios or use sensitivity analysis. What is more, territorial aspects are rarely taken into account in the design of reference scenarios. It is clearly a gap for LCA of IS because of the influence of territorial factors. The new research challenge is to include the consideration of territorial aspects to define and design the worst‐ and best‐case reference scenarios to assess strict environmental performances of IS.     

Impact Assessment of Biodiversity and Carbon Pools from Land Use and Land Use Changes in Life Cycle Assessment,Exemplified with Forestry Operations in Norway

There is a strong need for methods within life cycle assessment (LCA) that enable the inclusion of all complex aspects related to land use and land use change (LULUC). This article presents a case study of the use of one hectare (ha) of forest managed for the production of wood for bioenergy production. Both permanent and temporary changes in above‐ground biomass are assessed together with the impact on biodiversity caused by LULUC as a result of forestry activities. The impact is measured as a product of time and area requirements, as well as by changes in carbon pools and impacts on biodiversity as a consequence of different management options. To elaborate the usefulness of the method as well as its dependency on assumptions, a range of scenarios are introduced in the study. The results show that the impact on climate change from LULUC dominates the results, compared to the impact from forestry operations. This clearly demonstrates the need to include LULUC in an LCA of forestry products. For impacts both on climate change and biodiversity, the results show large variability based on what assumptions are made; and impacts can be either positive or negative. Consequently, a mere measure of land used does not provide any meaning in LCA, as it is not possible to know whether this contributes a positive or negative impact.     

Insights on the Use of Hybrid Life Cycle Assessment for Environmental Footprinting

Establishing a comprehensive environmental footprint that indicates resource use and environmental release hotspots in both direct and indirect operations can help companies formulate impact reduction strategies as part of overall sustainability efforts. Life cycle assessment (LCA) is a useful approach for achieving these objectives. For most companies, financial data are more readily available than material and energy quantities, which suggests a hybrid LCA approach that emphasizes use of economic input‐output (EIO) LCA and process‐based energy and material flow models to frame and develop life cycle emission inventories resulting from company activities. We apply a hybrid LCA framework to an inland marine transportation company that transports bulk commodities within the United States. The analysis focuses on global warming potential, acidification, particulate matter emissions, eutrophication, ozone depletion, and water use. The results show that emissions of greenhouse gases, sulfur, and particulate matter are mainly from direct activities but that supply chain impacts are also significant, particularly in terms of water use. Hotspots were identified in the production, distribution, and use of fuel; the manufacturing, maintenance, and repair of boats and barges; food production; personnel air transport; and solid waste disposal. Results from the case study demonstrate that the aforementioned footprinting framework can provide a sufficiently reliable and comprehensive baseline for a company to formulate, measure, and monitor its efforts to reduce environmental impacts from internal and supply chain operations.     

Freight transport in the context of industrial ecology and sustainability: evaluation of uni- and multi-modality scenarios via life cycle assessment

Purpose

This study aims at comparing, from an environmental point of view, four different scenarios of freight transport at the Italian level, on an equal base of route between supplier and customer. The first scenario included freight movements by truck and mainly ship, the second included track and mainly train, the third was the three-modal based scenario, whilst the fourth scenario was the only uni-modal, based only upon truck movement.

The study was conducted to find the environmentally sustainable solution, or at least a sustainable trade-off, as well as the most environmentally burdening issues, associated with the geographic dimension of transport in Italy, towards sustainability.

Methods

Using uni‐ and multi-modal freight movements by truck, rail and ship, a life cycle assessment (LCA) was developed to estimate the related environmental burdens both at the midpoint and at the endpoint levels from the consumption of primary energy and natural resources along with the emissions of greenhouse gases (GHGs) and of other pollutants. Primary data were compiled as part of the inventory analysis and consisted in the transport flows associated with the system investigated: those were calculated from the distance travelled and the goods load transported. Primary data were then combined with secondary data that were modelled with the transport life cycle modules contained in Ecoinvent: from those modules, the fuel consumption amounts associated transport flows were extrapolated, and used for the assessment.

Results

Results showed that the environmental impact of the multi-modal scenarios is lower compared with the uni-modal scenario. The best performing option was found to be the third scenario providing use of all the three freight means, namely ship, train and truck. However, this scenario is not being practiced for several reasons, mainly due to control and monitoring difficulties of each step and higher operational costs. The first and second scenarios showed a quite comparable environmental behaviour and so are to be considered as viable options.

Conclusions

Apart from highlighting the most environmentally viable transport options, the study contributed to finding the indicators of environmental impact and damage that best describe the system investigated and are recommended by this author team to be accounted for in future assessments in the transport sector. Finally, although site-specific, the results of this study may be useful to logistics companies, policy and decision makers of other regions and countries towards identifying and promoting environmentally optimal freight transport solutions, contributing to sustainability of the transport sector.

     

How Can the Eco‐efficiency of a Region be Measured and Monitored?

The concept of eco-efficiency is commonly referred to as a business link to sustainable development. In this article, ecoefficiency is examined at a regional level as an approach to promoting the competitiveness of economic activities in the Finnish Kymenlaakso region and mitigating their harmful impacts on the environment. The aim is to develop appropriate indicators for monitoring changes in the eco-efficiency of the region. A starting point is to produce indicators for the environmental and economic dimensions of regional development and use them for measuring regional eco-efficiency. The environmental impact indicators are based on a life-cycle assessment method, producing different types of environmental impact indicators: pressure indicators (e.g., emissions of CO₂), impact category indicators (e.g., CO₂ equivalents in the case of climate change), and a total impact indicator (aggregating different impact category indicator results into a single value). Environmental impact indicators based on direct material input, total material input, and total material requirement of the Kymenlaakso region are also assessed. The economic indicators used are the gross domestic product, the value added, and the output of the main economic sectors of Kymenlaakso. In the eco-efficiency assessment, the economic and environmental impact indicators are monitored in the same graph. In a few cases eco-efficiency ratios can also be calculated (the economic indicators are divided by the environmental indicators). Output (= value added + intermediate consumption) is used as an economic indicator related to the environmental impact indicators, which also cover the upstream processes of the region's activities. In the article, we also discuss the strengths and weaknesses of using the different environmental impact indicators.     

Integrating Batteries in the Future Swiss Electricity Supply System: A Consequential Environmental Assessment

Stationary batteries are projected to play a role in the electricity system of Switzerland after 2030. By enabling the integration of surplus production from intermittent renewables, energy storage units displace electricity production from different sources and potentially create environmental benefits. Nevertheless, batteries can also cause substantial environmental impacts during their manufacturing process and through the extraction of raw materials. A prospective consequential life cycle assessment (LCA) of lithium metal polymer and lithium‐ion stationary batteries is undertaken to quantify potential environmental benefits and drawbacks. Projections are integrated into the LCA model: Energy scenarios are used to obtain marginal electricity supply mixes, and projections about the battery performances and the recycling process are sourced from the literature. The roles of key parameters and methodological choices in the results are systematically investigated. The results demonstrate that the displacement of marginal electricity sources determines the environmental implications of using batteries. In the reference scenario representing current policy, the displaced electricity mix is dominated by natural gas combined cycle units. In this scenario, the use of batteries generates environmental benefits in 12 of the 16 impact categories assessed. Nevertheless, there is a significant reduction in achievable environmental benefits when batteries are integrated into the power supply system in a low‐carbon scenario because the marginal electricity production, displaced using batteries, already has a reduced environmental impact. The direct impacts of batteries mainly originate from upstream manufacturing processes, which consume electricity and mining activities related to the extraction of materials such as copper and bauxite.     

Regionalized nitrogen budgets in forest soils for different deposition and forestry scenarios in Sweden

Aim The aim of this work was to estimate on a regional scale the effects of nitrogen (N) deposition and harvest intensity on N‐budgets in forest soils as a basis for strategies of emission reduction and sustainable forest management methods. Location The calculations were applied to Sweden, a country with a managed forest area of 23 × 10⁶ ha. Methods Mass balance calculations, including N‐deposition, N‐fixation, N‐loss through harvest, and N‐leaching, were performed on a GIS platform using 5 × 5 km grids. Modelled deposition data together with spatial data obtained from the National Forest Inventory served as the basis for the calculations. Four different scenarios were run: a ‘base scenario’ involving present deposition and conventional forestry (stem harvest only); a ‘whole‐tree harvesting scenario’ with present deposition and the harvesting of stems, branches and needles; a ‘decreased deposition scenario’; and a ‘whole‐tree harvesting and decreased deposition scenario’. Results There was a sharp N‐accumulation gradient with an increase in accumulation in the direction of the south‐western part of Sweden. In the ‘base scenario’, N‐accumulation appeared in the country as a whole, apart from certain small areas in the northern part. Whole‐tree harvesting led to net losses in extensive areas located mainly in northern and central Sweden. In most parts of the country, whole‐tree harvesting combined with decreased deposition was found to result in net losses. Main conclusions The intensity of the forestry has a strong impact on the N‐budget. Conventional forestry in combination with the present deposition level results in a high net accumulation of N in the south‐western parts of Sweden and accordingly, in a risk of unwanted environmental effects such as increased N‐leaching. With whole‐tree harvesting, the N‐balance is negative in parts of Sweden, mainly in the northern and central parts. N‐fertilization may become necessary there if the present level of forest production is to be maintained.     

Energy requirements and environmental impacts associated with the production of short rotation willow (Salix sp.) chip in Ireland

Willow Salix sp. is currently cultivated as a short rotation forestry crop in Ireland as a source of biomass to contribute to renewable energy goals. The aim of this study is to evaluate the energy requirements and environmental impacts associated with willow (Salix sp.) cultivation, harvest, and transport using life cycle assessment (LCA). In this study, only emissions from the production of the willow chip are included, end‐use emissions from combustion are not considered. In this LCA study, three impact categories are considered; acidification potential, eutrophication potential and global warming potential. In addition, the cumulative energy demand and energy ratio of the system are evaluated. The results identify three key processes in the production chain which contribute most to all impact categories considered; maintenance, harvest and transportation of the crop. Sensitivity analysis on the type of fertilizers used, harvesting technologies and transport distances highlights the effects of these management techniques on overall system performance. Replacement of synthetic fertilizer with biosolids results in a reduction in overall energy demand, but raises acidification potential, eutrophication potential and global warming potential. Rod harvesting compares unfavourably in comparison with direct chip harvesting in each of the impact categories considered due to the additional chipping step required. The results show that dedicated truck transport is preferable to tractor‐trailer transport in terms of energy demand and environmental impacts. Finally, willow chip production compares favourably with coal provision in terms of energy ratio and global warming potential, while achieving a higher energy ratio than peat provision but also a higher global warming potential.     

Assessment of land use impact on biodiversity

Goal, Scope and Background  

Land use and changes in land use have a significant impact on biodiversity. Still, there is no agreed upon methodology for how this impact should be assessed and included in LCA. This paper presents a methodology for including land use impact on biodiversity in Life Cycle Impact Assessment and provides a case example from forestry operations in Norway.     

Life cycle environmental and economic impact of a food waste recycling-farming system: a case study of organic vegetable farming in Japan

Purpose

Bio-based recycling systems and agricultural production using recycled materials are often evaluated separately. This study performs an environmental and socio-economic life cycle assessment (LCA) of a food waste treatment and spinach farming system in Japan. The environmental and economic tradeoffs of introducing a recycling system and the net environmental benefit of the substitution of market fertilizer considering operation changes are also examined.

Methods

Three scenarios were developed and compared. In the conventional (CV) scenario, food waste is collected, incinerated, and disposed of in landfill, and the farmer uses market organic fertilizer. The on-site composting (OC) scenario processes food waste using an on-site garbage disposer and transports compost to a nearby spinach farmer. Food waste in the centralized composting (CC) scenario is transported to a centralized composting facility and resultant compost is sent to the farm. Primary data were obtained from field experiments and interviews. Non-greenhouse gas (GHG) emissions from the field and nitrogen leaching to water systems were simulated using the denitrification–decomposition (DNDC) model.

The environmental LCA targeted climate change, eutrophication, and waste landfill. An input–output analysis estimated socio-economic indicators, namely gross added value and employment inducement effect.

Results and discussion

The scenario with the lowest impact is the CC scenario. Climate change and eutrophication impacts are highest in the OC scenario and waste landfill impacts are most significant in the CV scenario. The weighted impact by LIME2 can be reduced by 47% in the CC scenario and 17% in the OC scenario due to the recycling of food waste instead of dumping in the landfill. The difference in socio-economic indicators between the scenarios was relatively small, although the CV scenario encouraged more employment. The substitution effect of composting, as well as the environmental impact reduction of replacing market organic fertilizer with compost, will result in 28.7% of the avoided impacts in GHG emissions.

Conclusions

Both composting scenarios are feasible from an environmental and socio-economic perspective when compared with conventional organic production, although there is a tradeoff between waste landfill and GHG emissions for the on-site composting system. However, the OC scenario needs to save electricity to improve its environmental competitiveness with the CV scenario. When considering the substitution effect of composting, it is recommended to take into account that agricultural operation also changes.

     

基于生命周期方法的生活垃圾资源化利用系统生态效率分析

我国生活垃圾产量大但处理能力不足,产生多种环境危害,对其资源化利用能够缓解环境压力并回收资源。为探讨生活垃圾资源化利用策略,综合生命周期评价与生命周期成本分析方法,建立生态效率模型。以天津市为例,分析和比较焚烧发电、卫生填埋-填埋气发电、与堆肥+卫生填埋3种典型生活垃圾资源化利用情景的生态效率。结果表明,堆肥+卫生填埋情景具有潜在最优生态效率;全球变暖对总环境影响贡献最大,而投资成本对经济影响贡献最大。考虑天津市生活垃圾管理现状,建议鼓励发展生活垃圾干湿组分分离及厨余垃圾堆肥的资源化利用策略。     

Life cycle assessment study of color computer monitor

The environmental performance of a color computer monitor is investigated by implementing a Life Cycle Assessment. The goal of this study is to collect LCI data of foreground systems, to identify hot spots, and to introduce life cycle thinking at the product design stage. Secondary data are used in the background system, and site-specific data are collected in the foreground system. Results show that the use phase is the most contributing phase. The operating mode and the energy saving mode during the overall use phase contribute to the total by 59% and by 9.9%, respectively. In the production phase, the cathode ray tube assembly process and the printed circuit board assembly process are the most contributing processes. The sensitivity analysis on the use pattern scenario shows that the contribution ratio of the use phase ranges from 32% to 84%. Even in the home use case, which is the best case scenario, the use phase is one of the most contributing processes to the environmental performance of the color computer monitor. There is no significant difference in the choice of the impact assessment methodologies for identifying the improvement opportunities. For the external use of Life Cycle Assessment in a short-run product for the market, it is recommended that Life Cycle Assessment should be carried out in parallel with the product design stage. It is also necessary to have a pre-existing, in-house database for a product group in order to accelerate life cycle procedures.