Life Cycle Assessment of Diesel and Electric Public Transportation Buses

The Clean Air Act in the United States identifies diesel‐powered motor vehicles, including transit buses, as significant sources of several criteria pollutants that contribute to ground‐level ozone formation or smog. The effects of air pollution in urban areas are often more significant due to congestion and can lead to respiratory and cardiovascular health impacts. Life cycle assessment (LCA) has been utilized in the literature to compare conventional gasoline‐powered passenger cars with various types of electric and hybrid‐powered alternatives, however, no similarly detailed studies exist for mass transit buses. LCA results from this study indicate that the use phase, consisting of diesel production/combustion for the conventional bus and electricity generation for the electric bus, dominates most impact categories; however, the effects of battery production are significant for global warming, carcinogens, ozone depletion, and eco‐toxicity. There is a clear connection between the mix of power‐generation technologies and the preference for the diesel or electric bus. With the existing U.S. average grid, there is a strong preference for the conventional diesel bus over the electric bus when considering global warming impacts alone. Policy makers must consider regional variations in the electricity grid prior to recommending the use of battery electric buses to reduce carbon dioxide (CO₂) emissions. This study found that the electric bus was preferable in only eight states, including Washington and Oregon. Improvements in battery technology reduce the life cycle impacts from the electric bus, but the electricity grid makeup is the dominant variable.     

Fuel Economy and Greenhouse Gas Emissions Labeling for Plug‐In Hybrid Vehicles from a Life Cycle Perspective

Fuel economy has been an effective indicator of vehicle greenhouse gas (GHG) emissions for conventional gasoline‐powered vehicles due to the strong relationship between fuel economy and vehicle life cycle emissions. However, fuel economy is not as accurate an indicator of vehicle GHG emissions for plug‐in hybrid (PHEVs) and pure battery electric vehicles (EVs). Current vehicle labeling efforts by the U.S. Environmental Protection Agency (EPA) and Department of Transportation have been focused on providing energy and environmental information to consumers based on U.S. national average data. This article explores the effects of variations in regional grids and regional daily vehicle miles traveled (VMT) on the total vehicle life cycle energy and GHG emissions of electrified vehicles and compare these results with information reported on the label and on the EPA's fuel economy Web site. The model results suggest that only 25% of the life cycle emissions from a representative PHEV are reflected on current vehicle labeling. The results show great variation in total vehicle life cycle emissions due to regional grid differences, including an approximately 100 gram per mile life cycle GHG emissions difference between the lowest and highest electric grid regions and up to a 100% difference between the state‐specific emission values within the same electric grid regions. Unexpectedly, for two regional grids the life cycle GHG emissions were higher in electric mode than in gasoline mode. We recommend that labels include stronger language on their deficiencies and provide ranges for GHG emissions from vehicle charging in regional electricity grids to better inform consumers.     

Electric Motorcycles in Thailand: A Life Cycle Perspective

Battery electric motorcycles offer the potential to reduce greenhouse gas emissions and fossil fuel consumption in road transportation, but result in problem shifting when considering potential environmental impacts during vehicle production and disposal. This study evaluates the life cycle environmental impacts of implementing lithium‐ion and lead‐acid battery electric motorcycles in Thailand's motorcycle fleet to meet the government's motorcycle energy reduction target of 2,791 kilotonnes oil equivalent, compared to conventional motorcycles. A stock‐turnover model is used to determine the market growth of electric motorcycles on the fleet from 2015 to 2030 to meet the energy reduction target. The total costs of ownership of each motorcycle are analyzed on a single vehicle basis to compare the cost benefits. The results of the study reveal that the environmental performance of an electric motorcycle fleet is sensitive to variations in use‐phase energy consumption, the electricity mix consumed, and battery disposal scenarios. Realization of Thailand's Power Development Plan can reduce total impacts of the electric motorcycle fleet to global warming by 6% to 10%. It is crucial that batteries from electric motorcycles are recycled to avoid 98% of impacts to toxicity. Lead‐acid battery electric motorcycles are a more affordable option for consumers in Thailand compared to conventional motorcycles and lithium‐ion battery electric motorcycles. Recommendations are made to improve the environmental performance of electric motorcycle implementation strategies in Thailand.     

Environmental Impact of Public Charging Facilities for Electric Two‐Wheelers

The environmental characterization of the charging infrastructure required to operate electric vehicles (EVs) is usually overlooked in the literature. Only rudimentary life cycle inventories of EV charging facilities are available. This lack of information is especially noticeable in environmental studies of the environmental performance of electric two‐wheelers (E2Ws), none of which have included an analysis of charging facilities, even though they constitute the most successful electric‐drive market in the world. This article focuses on characterizing the life cycle of the global warming potential (GWP) and primary energy demand (PED) of two conventional charging facility designs that are widely implemented for charging E2Ws in public spaces. The relative environmental relevance of charging facilities per kilowatt‐hour (kWh) supplied to E2Ws is determined by considering a range of use scenarios (variability in the service ratio) and the effect of upgrading the electricity mix to include more renewable energy sources. Savings of over 3 metric tons (tonnes) of carbon dioxide equivalent emissions and 56 equivalent gigajoules can be achieved by implementing an optimized charging facility design. The internalization of the relative environmental burden from the charging facility per kWh supplied to E2Ws can increase the GWP of E2Ws’ use phase from 1% to 20% and the PED from 1% to 13%. Although the article focuses on one particular case scenario, the research is intended to provide complementary criteria for further research on the life cycle management of electric mobility systems. Thus, a series of factors that can influence the environmental performance of EV charging networks at the macro scale are discussed.     

Life cycle environmental and economic assessment of industrial symbiosis networks: a review of the past decade of models and computational methods through a multi-level analysis lens

Purpose

Industrial symbiosis network (ISN) facilitation tools seek to holistically evaluate the environmental and economic performance of ISNs through life cycle assessment (LCA) and life cycle costing (LCC). ISNs have many stakeholders with diverse interests in the LCA and LCC results thus requiring multi-level analysis. The objective of this review was to examine the state-of-the-art methodologies used in LCAs and LCCs of ISNs and understand how multi-level analysis can be conducted.

Methods

The systematic literature review methodology was applied to develop a corpus of peer-reviewed LCA and LCC studies of ISNs published between 2010 and 2019 without any geographic boundary. Abstracts were reviewed to shortlist studies that conducted an LCA or LCC of an ISN with numerical results. LCA and LCC methodologies used in the shortlisted studies were collected and categorized. Each methodology was examined to understand how the foreground and background systems are represented, how waste-to-resource exchanges are analyzed, and how the results can be computed at the network, entity, and flow levels.

Results and discussion

The review yielded 42 LCA studies and 11 LCC studies of ISNs that used eight different methodologies. Process-based LCA was used in 71% of the LCA studies, whereas tiered hybrid LCA was used in 14% of the studies. Waste-to-resource exchanges in ISN scenarios were represented either through process analysis or as a black box. Fewer LCC studies that evaluate the economic performance of ISNs exist compared with LCA studies. Economic studies often evaluated financial feasibility, net present value, profitability, or payback period of specific waste-to-resource exchanges or the network overall.

Conclusions

The insights derived from this review chart future areas of research in multi-level modeling and analysis of the life cycle environmental and economic performance of ISNs. To improve the model construction and analysis process, research should be explored in developing a methodology for constructing a single model that represents multiple entities linked together by waste-to-resource exchanges and can provide LCA and LCC results for different stakeholder perspectives. The lack of LCC studies of ISNs merits the need for more research in this area at both the network and entity levels to quantify potential economic trade-offs between stakeholders. Developing a methodology for unified LCA and LCC modeling and analysis of ISNs can help ISN facilitation tool developers conduct simultaneous life cycle environmental and economic analysis of the potential symbiosis connections identified and how they contribute to the overall network.

     

Life cycle cost analysis of three renewed street lighting installations in Finland

Purpose  

Outdoor lighting is facing major changes due to the EU legislation on ecodesign of energy-related products, such as the ban of high-pressure mercury (HPM) lamps widely used in outdoor lighting. This article presents life cycle costs (LCC) of three examples of replacing HPM lamps in street lighting in Finland. The purpose of the article is to assess how the development of light-emitting diode (LED) technology affects LCCs and how the division of LCCs differentiates in the cases.     

Life Cycle Cost Disclosure, Consumer Behavior, and Business Implications

Comprehensive assessments of final consumption have identified "housing" as a major contributor to total environmental impacts. Within this category, electrical-energy-using products are important. Do consumers opt for more energy-efficient household appliances if they are provided with life cycle cost (LCC)—that is, the sum of purchase price and operating cost estimated over the life span of the appliance? And what consequences does LCC disclosure have for business? Physical energy figures shown on appliance labels may be cognitively demanding for consumers, whereas monetary information promises to simplify the decision problem. Despite the rising interest in monetary cost disclosure, its effectiveness relative to physical cost disclosure has not been rigorously evaluated. This research approached the question of effectiveness with an online field experiment for washing machines. Customers of a commercially operating online shop were randomly assigned to two groups. The control group was provided with regular product price information; the treatment group received additional LCC information. A total of 2,065 clicks were recorded and analyzed with multiple regression that controlled for several product characteristics. The evidence suggests that LCC disclosure decreases the mean specific energy use of chosen washing machines by 0.8% ( p < 0.01) and their mean specific water use by 0.7% ( p < 0.05). As to business implications, LCC disclosure had no effect on the indicator of retail volume, which makes it unattractive for retailers to provide LCC on their own initiative.     

Life Cycle Assessment of a Lithium‐Ion Battery Vehicle Pack

Electric vehicles (EVs) have no tailpipe emissions, but the production of their batteries leads to environmental burdens. In order to avoid problem shifting, a life cycle perspective should be applied in the environmental assessment of traction batteries. The aim of this study was to provide a transparent inventory for a lithium‐ion nickel‐cobalt‐manganese traction battery based on primary data and to report its cradle‐to‐gate impacts. The study was carried out as a process‐based attributional life cycle assessment. The environmental impacts were analyzed using midpoint indicators. The global warming potential of the 26.6 kilowatt‐hour (kWh), 253‐kilogram battery pack was found to be 4.6 tonnes of carbon dioxide equivalents. Regardless of impact category, the production impacts of the battery were caused mainly by the production chains of battery cell manufacture, positive electrode paste, and negative current collector. The robustness of the study was tested through sensitivity analysis, and results were compared with preceding studies. Sensitivity analysis indicated that the most effective approach to reducing climate change emissions would be to produce the battery cells with electricity from a cleaner energy mix. On a per‐kWh basis, cradle‐to‐gate greenhouse gas emissions of the battery were within the range of those reported in preceding studies. Contribution and structural path analysis allowed for identification of the most impact‐intensive processes and value chains. This article provides an inventory based mainly on primary data, which can easily be adapted to subsequent EV studies, and offers an improved understanding of environmental burdens pertaining to lithium‐ion traction batteries.     

A Stochastic Approach to Model Dynamic Systems in Life Cycle Assessment

This article presents a framework to evaluate emerging systems in life cycle assessment (LCA). Current LCA methods are effective for established systems; however, lack of data often inhibits robust analysis of future products or processes that may benefit the most from life cycle information. In many cases the life cycle inventory (LCI) of a system can change depending on its development pathway. Modeling emerging systems allows insights into probable trends and a greater understanding of the effect of future scenarios on LCA results. The proposed framework uses Bayesian probabilities to model technology adoption. The method presents a unique approach to modeling system evolution and can be used independently or within the context of an agent‐based model (ABM). LCA can be made more robust and dynamic by using this framework to couple scenario modeling with life cycle data, analyzing the effect of decision‐making patterns over time. Potential uses include examining the changing urban metabolism of growing cities, understanding the development of renewable energy technologies, identifying transformations in material flows over space and time, and forecasting industrial networks for developing products. A switchgrass‐to‐energy case demonstrates the approach.     

Informing Packaging Design Decisions at Toyota Motor Sales Using Life Cycle Assessment and Costing

Throughout their life cycle stages—material production, package manufacture, distribution, end-of-life management—packaging systems consume natural resources and energy, generate waste, and emit pollutants. Each of these stages also carries a financial cost. Motivated by a desire to decrease environmental burdens while reducing financial costs associated with the packaging of accessory and service parts, Toyota Motor Sales (TMS) partnered with the Donald Bren School of Environmental Science & Management to build a life cycle assessment and costing tool to support packaging design decisions. The resulting Environmental Packaging Impact Calculator (EPIC) provides comprehensive life cycle assessment (LCA) and life cycle costing (LCC). It allows packaging designers to identify environmentally and economically preferable packaging systems in daily decision-making. EPIC's parameterized process flow model allows users to assess many different packaging systems using a single model. Its input/output interface is designed for users without preexisting knowledge of LCA theory or practice and calculates results based on relatively few input data. The main motivation behind this environmental design tool is to provide relevant information to those individuals who are in the best position to reduce life cycle impacts and costs from TMS's packaging and distribution systems.     

Life Cycle Greenhouse Gas Emissions of Electricity Generated from Conventionally Produced Natural Gas

This research provides a systematic review and harmonization of the life cycle assessment (LCA) literature of electricity generated from conventionally produced natural gas. We focus on estimates of greenhouse gases (GHGs) emitted in the life cycle of electricity generation from natural gas‐fired combustion turbine (NGCT) and combined‐cycle (NGCC) systems. The smaller set of LCAs of liquefied natural gas power systems and natural gas plants with carbon capture and storage were also collected, but analyzed to a lesser extent. A meta‐analytical process we term “harmonization” was employed to align several system boundaries and technical performance parameters to better allow for cross‐study comparisons, with the aim of clarifying central tendency and reducing variability in estimates of life cycle GHG emissions. Of over 250 references identified, 42 passed screens for technological relevance and study quality, providing a total of 69 estimates for NGCT and NGCC. Harmonization increased the median estimates in each category as a result of several factors not typically considered in the previous research, including the regular clearing of liquids from a well, and consolidated the interquartile range for NGCC to 420 to 480 grams of carbon dioxide equivalent per kilowatt‐hour (g CO₂‐eq/kWh) and for NGCT to 570 to 750 g CO₂‐eq/kWh, with medians of 450 and 670 CO₂‐eq/kWh, respectively. Harmonization of thermal efficiency had the largest effect in reducing variability; methane leakage rate is likely similarly influential, but was unharmonized in this assessment as a result of the significant current uncertainties in its estimation, an area that is justifiably receiving significant research attention.     

Life Cycle Sustainability Dashboard

One method to assess the sustainability performance of products is life cycle sustainability assessment (LCSA), which assesses product performance considering the environmental, economic, and social dimensions of the life cycle. The results of LCSA can be used to compare different products or to support decision making toward sustainable production and consumption. In both cases, LCSA results could be too disaggregated and consequently too difficult to understand and interpret by decision makers. As non‐experts are usually the target audience of experts and scientists, and are also involved in decision‐making processes, the necessity for a straightforward but comprehensive presentation of LCSA results is becoming strategically important. The implementation of the dashboard of sustainability proposed in this article offers a possible solution. An outstanding characteristic of the dashboard of sustainability is the communicability of the results by means of a graphical representation (a cartogram), characterized by a suitable chromatic scale and ranking score. The integration of LCSA and the dashboard of sustainability into a so‐called Life Cycle Sustainability Dashboard (LCSD) is described here. The first application of LCSD to a group of hard floor coverings is presented to show the applicability and limitations of the methodology.     

Implementing a Dynamic Life Cycle Assessment Methodology with a Case Study on Domestic Hot Water Production

This work contributes to the development of a dynamic life cycle assessment (DLCA) methodology by providing a methodological framework to link a dynamic system modeling method with a time‐dependent impact assessment method. This three‐step methodology starts by modeling systems where flows are described by temporal distributions. Then, a temporally differentiated life cycle inventory (TDLCI) is calculated to present the environmental exchanges through time. Finally, time‐dependent characterization factors are applied to the TDLCI to evaluate climate‐change impacts through time. The implementation of this new framework is illustrated by comparing systems producing domestic hot water (DHW) over an 80‐year period. Electricity is used to heat water in the first system, whereas the second system uses a combination of solar energy and gas to heat an equivalent amount of DHW at the same temperature. This comparison shows that using a different temporal precision (i.e., monthly vs. annual) to describe process flows can reverse conclusions regarding which case has the best environmental performance. Results also show that considering the timing of greenhouse gas (GHG) emissions reduces the absolute values of carbon footprint in the short‐term when compared with results from the static life cycle assessment. This pragmatic framework for the implementation of time in DLCA studies is proposed to help in the development of the methodology. It is not yet a fully operational scheme, and efforts are still required before DLCA can become state of practice.     

Using the Lashof Accounting Methodology to Assess Carbon Mitigation Projects With Life Cycle Assessment

As governments elaborate strategies to counter climate change, there is a need to compare the different options available on an environmental basis. This study proposes a life cycle assessment framework integrating the Lashof accounting methodology, which enables the assessment and comparison of different carbon mitigation projects (e.g., biofuel use, a sequestering plant, an afforestation project). The Lashof accounting methodology is chosen amid other methods of greenhouse gas (GHG) emission characterization for its relative simplicity and capability to characterize all types of carbon mitigation projects. Using the unit of megagram‐year (Mg‐year), which accounts for the mass of GHGs in the atmosphere multiplied by the time it stays there, the methodology calculates the cumulative radiative forcing caused by GHG emission within a predetermined time frame. Basically, the developed framework uses the Mg‐year as a functional unit and isolates impacts related to the climate mitigation function with system expansion. The proposed framework is demonstrated with a case study of tree ethanol pathways (maize, sugarcane, and willow). The study shows that carbon mitigation assessment through life cycle assessment is possible and that it could be a useful tool for decision makers, as it can compare different projects regardless of their original context. The case study reveals that system expansion, as well as each carbon mitigation project's efficiency at reducing carbon emissions, are critical factors that have a significant impact on the results. Also, the framework proves to be useful for treating land‐use change emissions, as they are considered through the functional unit.     

Biogenic Carbon and Temporary Storage Addressed with Dynamic Life Cycle Assessment

A growing tendency in policy making and carbon footprint estimation gives value to temporary carbon storage in biomass products or to delayed greenhouse gas (GHG) emissions. Some life cycle‐based methods, such as the British publicly available specification (PAS) 2050 or the recently published European Commission's International Reference Life Cycle Data System (ILCD) Handbook, address this issue. This article shows the importance of consistent consideration of biogenic carbon and timing of GHG emissions in life cycle assessment (LCA) and carbon footprint analysis. We use a fictitious case study assessing the life cycle of a wooden chair for four end‐of‐life scenarios to compare different approaches: traditional LCA with and without consideration of biogenic carbon, the PAS 2050 and ILCD Handbook methods, and a dynamic LCA approach. Reliable results require accounting for the timing of every GHG emission, including biogenic carbon flows, as soon as a benefit is given for temporarily storing carbon or delaying GHG emissions. The conclusions of a comparative LCA can change depending on the time horizon chosen for the analysis. The dynamic LCA approach allows for a consistent assessment of the impact, through time, of all GHG emissions (positive) and sequestration (negative). The dynamic LCA is also a valuable approach for decision makers who have to understand the sensitivity of the conclusions to the chosen time horizon.     

Evaluation of Life Cycle Assessment Recycling Allocation Methods

Life cycle assessment practitioners struggle to accurately allocate environmental burdens of metals recycling, including the temporal dimension of environmental impacts. We analyze four approaches for calculating aluminum greenhouse gas emissions: the recycled content (RC) or cut‐off approach, which assumes that demand for recycled content displaces primary production; end‐of‐life recycling (EOLR), which assumes that postuse recycling displaces primary production; market‐based (MB) approaches, which estimate changes in supply and demand using price elasticities; and value‐corrected substitution (VCS), which allocates impact based on price differences between primary and recycled material. Our analysis suggests that applications of the VCS approach do not adequately account for the changing scrap to virgin material price ratio over time, whereas MB approaches do not address stock accumulation and depletion. The EOLR and RC approaches were analyzed using two case studies: U.S. aluminum beverage cans and vehicle engine blocks. These approaches produced similar results for beverage cans, which have a closed material loop system and a short product life. With longer product lifetimes, as noted with the engine blocks, the magnitude and timing of the emissions differs greatly between the RC and EOLR approaches. The EOLR approach indicates increased impacts at the time of production, offset by negative impacts in future years, whereas the RC approach assumes benefits to increased recycled content at the time of production. For vehicle engine blocks, emissions using EOLR are 140% higher than with RC. Results are highly sensitive to recycled content and future recycling rates, and the choice of allocation methods can have significant implications for life cycle studies.     

Model for the Part Manufacturing and Vehicle Assembly Component of the Vehicle Life Cycle Inventory

A model is presented for calculating the environmental burdens of the part manufacturing and vehicle assembly (VMA) stage of the vehicle life cycle. The model is based on a process‐level approach, accounting for all significant materials by their transformation processes (aluminum castings, polyethylene blow molding; etc.) and plant operation activities (painting; heating, ventilation, and air conditioning [HVAC], etc.) germane to VMA. Using quantitative results for these material/transformation process pairings, a percent‐by‐weight material/transformation distribution (MTD) function was developed that permits the model to be applied to a range of vehicles, both conventional and advanced (e.g., hybrid electric, light weight, aluminum intensive). Upon consolidation of all inputs, the model reduces to two terms: one proportional to vehicle mass and a plant overhead per vehicle term. When the model is applied to a materially well‐characterized conventional vehicle, reliable estimates of cumulative energy consumption (34 gigajoules/vehicle) and carbon dioxide (CO₂) emissions (2 tonnes/vehicle) with coefficients of variation are computed for the VMA life cycle stage. Due to the more comprehensive coverage of manufacturing operations, our energy estimates are on the higher end of previously published values. Nonetheless, they are still somewhat underestimated due to a lack of data on overhead operations in part manufacturing facilities and transportation of parts and materials between suppliers and vehicle manufacturing operations. For advanced vehicles, the material/transformation process distribution developed above needs some adjusting for different materials and components. Overall, energy use and CO₂ emissions from the VMA stage are about 3.5% to 4.5% of total life cycle values for vehicles.     

Estimation of Life Cycle Material Costs of Cadmium Telluride– and Copper Indium Gallium Diselenide–Photovoltaic Absorber Materials based on Life Cycle Material Flows

Chalcogenide and chalcopyrite photovoltaic (PV) technologies are highly suitable for solar energy conversion because of their high efficiency, long‐term stable performance, and low‐cost production. However, the absorber materials that are used, such as indium, gallium, and tellurium, are regarded as critical, and their limited availability can hinder market expansion. Therefore, we assess how material efficiency measures along the PV module's life cycle can reduce the net material demand of the absorber materials and thus the material costs. In order to estimate the material flows, we developed a closed‐loop model for the life cycle representing the phases module production, module collection, module recycling, and refinement. In order to reflect the variety and uncertainty in each phase, we compose three different efficiency scenarios by varying material efficiency measures on process and product levels. For each scenario, we compute the life cycle material costs based on the computed material flows. The results show that, in the long term, the material demand can be reduced down to one fourth of the required feedstock for module manufacturing; that is, three fourths of the absorber material stays in the life cycle in a very efficient scenario. Thus, total material costs along the life cycle could be significantly reduced, because the costs for material recycling are lower than the costs for “new” technical‐grade material. This reduction in life cycle material costs means that cadmium telluride– and copper indium gallium diselenide–PV can still be financially viable even if the price of the absorber materials increases significantly. Hence those technologies will still be competitive against crystalline silicon PV in the mid to long term.     

Life Cycle Water Use of Ford Focus Gasoline and Ford Focus Electric Vehicles

Literature data for vehicle life cycle water consumption are limited and contradictory; there are no published estimates of vehicle life cycle water withdrawal. To place future discussions of sustainable mobility on a firmer technical basis, we report the results of a cradle‐to‐grave assessment of water withdrawal and water consumption for the gasoline internal combustion engine vehicle (ICEV) and battery electric vehicle (BEV) variants of the 2012 Ford Focus. U.S. average life cycle water withdrawal and consumption of 531 and 131 cubic meters (m³), respectively, for a lifetime driving distance of 160,000 miles are estimated for the Focus ICEV using E10 gasoline. Employing our upper bound of water use in oil refinery operations and corn and ethanol production increases the life cycle withdrawal and consumption to 1,570 and 761 m³, respectively. The U.S. average life cycle water withdrawal for the Focus BEV is 3,770 m³ (7 times that for the ICEV, reflecting the large volume of cooling water required during electricity generation), whereas the water consumption is 170 m³ (comparable to that for the ICEV). Vehicle use is the most significant phase of the life cycle with fuel production, accounting for 49% of water withdrawal and 82% of water consumption for the ICEV. For the BEV, fuel (electricity) production accounts for 92% of life cycle water withdrawal and 85% of consumption. The results highlight the importance of renewable and sustainable fuels and increased vehicle energy efficiency in providing sustainable mobility.     

Ecosystem Services in Life Cycle Assessment while Encouraging Techno‐Ecological Synergies

Life cycle assessment (LCA) has enabled consideration of environmental impacts beyond the narrow boundary of traditional engineering methods. This reduces the chance of shifting impacts outside the system boundary. However, sustainability also requires that supporting ecosystems are not adversely affected and remain capable of providing goods and services for supporting human activities. Conventional LCA does not account for this role of nature, and its metrics are best for comparing alternatives. These relative metrics do not provide information about absolute environmental sustainability, which requires comparison between the demand and supply of ecosystem services (ES). Techno‐ecological synergy (TES) is a framework to account for ES, and has been demonstrated by application to systems such as buildings and manufacturing activities that have narrow system boundaries. This article develops an approach for techno‐ecological synergy in life cycle assessment (TES‐LCA) by expanding the steps in conventional LCA to incorporate the demand and supply of ecosystem goods and services at multiple spatial scales. This enables calculation of absolute environmental sustainability metrics, and helps identify opportunities for improving a life cycle not just by reducing impacts, but also by restoring and protecting ecosystems. TES‐LCA of a biofuel life cycle demonstrates this approach by considering the ES of carbon sequestration, air quality regulation, and water provisioning. Results show that for the carbon sequestration ecosystem service, farming can be locally sustainable but unsustainable at the global or serviceshed scale. Air quality regulation is unsustainable at all scales, while water provisioning is sustainable at all scales for this study in the eastern part of the United States.