Methodological proposals for improved assessments of the impact of traffic noise upon human health

Background, aim and scope  

Several methodological shortcomings still hinder the inclusion of transport noise as an established impact category within life cycle assessment (LCA). Earlier attempts to quantify the health damages caused by traffic noise yielded valuable results from an academic point of view, but these were of limited use in the context of everyday LCA practice. An enhanced understanding of traffic noise emission models coupled with a straightforward choice of indicators could lead to faster, more accurate assessments of health impairment due to traffic noise whose results would fittingly serve the purposes of policy makers and the information needs of the general public alike. This article aims to propose the guidelines for such assessments.     

Noise assessment in LCA - a methodology attempt: A case study with various means of transportation on a set trip

The present work focuses on impact assessment of noise disturbance in the framework of LCA studies. A number of difficulties arose in the course of the study, namely expressing noise measurements in an easy-to-handle unit, imputing disturbance engendered by several simultaneous sources to every single source, handling additive quantities non-linearly, taking into account the space and time dependence of potential impacts associated with noise, It is shown how all these issues were tackled in a I.CA study that assessed different modes of transportation. The methodology developed takes into account the disturbance to noise level exceeding a set threshold and no other kinds of noise effects. It is obvious that disturbance due to noise emissions depends on people density in the neighborhood of the emission source. In this context, a “site-dependent approach” was taken, meaning that we did include local factors into the valuation. The methodology developed in this article may be extended to other types of emissions when it is necessary to integrate local factors in the assessment phase of LCA. This document is the property of Ecobilan and can not be reproduced without its prior authorization     

Traffic noise in LCA

Background, aim, and scope  

An inclusion of traffic noise effects could change considerably the overall results of many life cycle assessment (LCA) studies. However, at present, noise effects are usually not considered in LCA studies, mainly because the existing methods for their inclusion do not fulfill the requirement profile. Two methods proposed so far seem suitable for inclusion in generic life cycle inventory (LCI) databases, and a third allows for inter-modal comparison. The aim of this investigation is an in-depth analysis of the existing methods and the proposition of a framework for modeling road transport noise emissions in LCI in accordance to the requirement profile postulated in part 1.     

Traffic noise in LCA

Background, aim, and scope  

According to some recent studies, noise from road transport is estimated to cause human health effects of the same order of magnitude as the sum of all other emissions from the transport life cycle. Thus, ISO 14′040 implies that traffic noise effects should be considered in life cycle assessment (LCA) studies where transports might play an important role. So far, five methods for the inclusion of noise in LCA have been proposed. However, at present, none of them is implemented in any of the major life cycle inventory (LCI) databases and commonly used in LCA studies. The goal of the present paper is to define a requirement profile for a method to include traffic noise in LCA and to assess the compliance of the five existing methods with this profile. It concludes by identifying necessary cornerstones for a model for noise effects of generic road transports that meets all requirements.     

Occupational health impacts: offshore crane lifts in life cycle assessment

Background, Aim, and Scope  The identification and assessment of environmental tradeoffs is a strongpoint of life cycle assessment (LCA). A tradeoff made in many product systems is the exchange of potential for occupational accidents with the additional use of energy and materials. Net benefits of safety measures with respect to human health are best illustrated if the consequences avoided and health impacts induced by additional emissions are assessed using commensurable metrics. Our aim is to develop a human health impact indicator for offshore crane lifts. Crane lifts are a major cause of accidents on offshore oil and gas (O & G) rigs, and health impacts from crane lift accidents should be included in comparative LCA of O & G technologies if the alternatives differ in the use of crane lifts. Materials and methods  Accident records for mobile offshore petroleum installations were used to develop an empirical occupational health indicator for crane lifts in LCA. Probabilistic parameters were introduced in the procedure, and results were calculated by Monte Carlo simulation. The disability adjusted life years (DALY) framework was used to classify health outcome. The characterization factor for offshore crane lifts was applied in three comparisons to evaluate the significance of crane lifts to human health impacts from drilling technology. Results  The mean occupational health impact per crane lift was 4.5∙10⁻⁶ DALY, with cumulative percentiles {P _2.5, P ₅₀, P _97.5} = {6.0∙10⁻⁷, 3.1∙10⁻⁶, 1.7∙10⁻⁵}. Analogously, the fatal accident frequency was described by {P _2.5, P ₅₀, P _97.5} = {7.6∙10⁻⁹, 3.9∙10⁻⁸, 2.0∙10⁻⁷}, with mean 5.6∙10⁻⁸ lives lost per crane lift. Discussion  The uncertainty in the results is caused mainly by the random nature of accidents, i.e., variability in accident frequency. Applications of the characterization factor indicate that although crane lifts may not be significant to the overall health impact of the life cycle of drilling fluids, they are important to the occupational safety of employees on offshore drilling rigs and contribute significantly to the life cycle health impact of loading technologies used to transport drilling waste to shore. A comparative LCA of technologies for loading and off-loading drilling wastes shows that a recently developed hydraulic system performs better than the traditional crane lift alternative in terms of human health impacts. Conclusions  With the availability of statistics to assess the risk of single mechanical operations, safety aspects may well be included in LCA. For the case of offshore crane lifts, the uncertainty in the characterization factor compares favorably to what is indicated for other human health impact chains. In further work of quantifying occupational health impacts in DALY using accident statistics, it is advised to see if records of non-recoverable injuries (fatalities and amputation cases) can be used to simplify the damage assessment procedure as recoverable injuries were insignificant to the total burden from crane accidents. Recommendations and perspectives  The characterization factor for crane lifts identifies contributions to life cycle health impact from loading technologies that otherwise would have been overlooked in LCA. While many contest the inclusion of occupational accidents in LCA, our results show that such impacts can be included and that their consideration adds valuable insights.     

Integration of working environment into life cycle assessment framework

Background, aim, and scope  Life cycle assessment (LCA) has been considered one of the tools for supporting decision-making related to the environmental aspects of a product system. It has mainly been used to evaluate the potential impacts associated with relevant inputs and outputs to/from a given product system throughout its life cycle. In most cases, LCA has not considered the impacts on the internal environment, i.e. working environment, but only the external environment. Recently, it has been recognized that the consideration of the impacts on the working environment as well as on the external environment, is needed in order to assess all aspects of the effects on human well-being. To this end, this study has developed a total environmental assessment methodology which enables one to integrate both the working environment and the external environment into the conventional LCA framework. Materials and methods  In general, the characteristics of the impacts on the external environment are different from those on the working environment. In order to properly integrate the two types into total environmental impacts, it is necessary to define identical system boundaries and select impact category indicators at the same level. In order to define the identical system boundary and reduce the uncertainties of LCI results, the hybrid IOA (input–output analysis) method, which integrates the advantages between conventional LCI method and IOA method, is introduced to collect input and output data throughout the entire life cycle of a given product. For the impact category indicators at the endpoint level, LWD (Lost Work Days) is employed to evaluate the damage to human health and safety in the working environment, while DALY (disability-adjusted life years) and PAF (Potentially Affected Fraction) are selected to evaluate the damage to human health and eco-system quality in the external environment, respectively. Results and discussion  The environmental intervention factors (EIFs) are developed not only for the data categories of resource use, air emissions, and water emissions, but also for occupational health and safety to complete a life cycle inventory table. For the development of the EIFs on occupational health and safety, in particular, the number of workers affected by i hazardous items and the number of workers affected at the i magnitude of disability are collected. For the characterization of the impact categories in the working environment, such as occupational health and safety, the exposure factors, effect factors, and damage factors are developed to calculate the LWD of each category. For normalization, the normalization reference is defined as the total LWD divided by the total number of workers. A case study is presented to illustrate the applicability of the proposed method for the integration of the working environment into the conventional LCA framework. Conclusions  This study is intended to develop a methodology which enables one to integrate the working environmental module into the conventional LCA framework. The hybrid IOA method is utilized to extend the system boundary of both the working environment module and the external environment module to the entire life cycle of a product system. In this study, characterization models and category indicators for occupational health and safety are proposed, respectively, while the methodology of Eco-indicator 99 is used for the external environment. In addition to aid further understanding on the results of this method, this study introduced and developed the category indicators such as DALY, and LWD, which can be expressed as a function of time, and introduced PAF, which can be expressed as a probability. Recommendations and perspectives  The consideration of the impacts not only on the external environment, but also on the working environment, is very important, because the best solution for the external environment may not necessarily be the best solution for the working environment. It is expected that the integration of occupational health and safety matters into the conventional LCA framework can bring many benefits to individuals, as well as industrial companies, by avoiding duplicated measures and false optimization.     

Towards a general framework for including noise impacts in LCA

Purpose  

Several damages have been associated with the exposure of human beings to noise. These include auditory effects, i.e., hearing impairment, but also non-auditory physiological ones such as hypertension and ischemic heart disease, or psychological ones such as annoyance, depression, sleep disturbance, limited performance of cognitive tasks or inadequate cognitive development. Noise can also interfere with intended activities, both in daytime and nighttime. ISO 14'040 also indicated the necessity of introducing noise, together with other less developed impact categories, in a complete LCA study, possibly changing the results of many LCA studies already available. The attempts available in the literature focused on the integration of transportation noise in LCA. Although being considered the most frequent source of intrusive impact, transportation noise is not the only type of noise that can have a malign impact on public health. Several other sources of noise such as industrial or occupational need to be taken into account to have a complete consideration of noise into LCA. Major life cycle inventories (LCI) typically do not contain data on noise emissions yet and characterisation factors are not yet clearly defined. The aim of the present paper is to briefly review what is already available in the field and propose a new framework for the consideration of human health impacts of any type of noise that could be of interest in the LCA practice, providing indications for the introduction of noise in LCI and analysing what data is already available and, in the form of a research agenda, what other resources would be needed to reach a complete coverage of the problem.     

Including Human Health Damages due to Road Traffic in Life Cycle Assessment of Dwellings

-

DOI: http://dx.doi.org/10.1065/lca2006.04.013

-

Goal, Scope and background. Methodologies based on life cycle assessment have been developed to calculate the environmental impact of dwellings. Human health damages due to exposure of occupants to substances and noise emitted by road traffic are not included in these methodologies. In this study, a methodology has been developed to calculate damages to human health of occupants caused by substances and noise emitted by neighbourhood car traffic. The goal of this study is to assess the influence of the location of the dwelling on the health of the occupants, compared to the damage to human health associated with the rest of the life cycle of that dwelling.

Methods

Fate, exposure and human health effects were addressed in the calculation procedure. The methodology takes into account road traffic noise and four hazardous substances emitted by cars. Chemical fate factors were calculated with an outdoor exposure model for traffic pollutants, air entrance rates and indoor intake fractions. Fate factors for noise were based on noise levels generated by traffic. Effect factors for substances were based on unit risk factors and extrapolated dose-effect relationships. Effect factors for noise were based on linear relationships between noise level changes and health effects, while taking into account threshold values for noise levels for negative impacts. Damage factors were calculated on the basis of disability adjusted life years (DALYs). Human health damage scores for changes in traffic situations have been calculated for differences in three traffic scenarios in residential areas and for the Dutch reference dwellings.

Results and Discussion

For the Dutch reference dwelling and the traffic situations considered and taking into account noise, particulate matter (PM10), sulphur dioxide, benzene and benzo[ a]pyrene, communication disturbances and sleep disturbances due to noise and health effects of PM10 appear to be dominant in the total damage to human health of occupants caused by neighbourhood car traffic. A sensitivity analysis has shown that a reduction of the car and truck density and of the distance of the façade of the dwellings to the road axis has the largest positive effect on the human health of the occupants, and that a decrease of speed by traffic impediments has only a marginal or even a negative effect. Differences in overall indoor health damage due to different traffic scenarios may be 1.5 to 2 times

Conclusion

Within the limitations of this study, damages to human health of occupants due to indoor exposure to road traffic noise and pollutants appear to be in the same order of magnitude when compared with damages associated with the life cycle of dwellings. This emphasizes the importance to include the location of dwellings in the life cycle assessment of the dwelling.

     

Traffic noise impacts on urban forest soundscapes in south‐eastern Australia

While the negative impacts of road infrastructure on faunal diversity and abundance have been extensively studied, many traffic noise studies have been conducted in the presence of confounding factors. Therefore, the extent to which traffic noise alone is responsible for impacts is not well known and a better understanding is required to inform urban planning and management decisions. We examined the impact of traffic noise on soundscape patterns at road edges in urban forests. Acoustic sensors were deployed at road and powerline edges, as well as within interior habitat, at three sites in south‐east Queensland, Australia. Powerline edges were included to separate edge effects from traffic noise impacts. We used soundscape power (normalized watts per kHz) of technophony (traffic noise in the 1–2 kHz range) and biophony (animal sounds in the 3–11 kHz range) to investigate soundscape patterns. The results showed that biophony was consistently lower at road edges and was negatively correlated with traffic noise and positively correlated with distance to road edge. Technophony was higher at road edges and was found to correlate negatively with distance to road edge and positively with traffic noise. Technophony and biophony at powerline edges generally exhibited values comparable to interior habitat. These results indicate that traffic noise affects urban forest soundscape patterns at road edges in south‐eastern Australia.     

A characterization model with spatial and temporal resolution for life cycle impact assessment of photochemical precursors in the United States

Background, aim, and scope  Traditional life cycle impact assessment methodologies have used aggregated characterization factors, neglecting spatial and temporal variations in regional impacts like photochemical oxidant formation. This increases the uncertainty of the LCA results and diminishes the ease of decision-making. This study compares four common impact assessment methods, CML2001, Eco-indicator 99, TRACI, and EDIP2003, on their underlying models, spatial and temporal resolution, and the level at which photochemical oxidant impacts are calculated. A new characterization model is proposed that incorporates spatial and temporal differentiation. Materials and methods  A photochemical air quality modeling system (CAMx-MM5-SMOKE) is used to simulate the process of formation, transformation, transport, and removal of photochemical pollutants. Monthly characterization factors for individual US states are calculated at three levels along the cause–effect chain, namely, fate level, human and ecosystem exposure level, and human effect level. Results and discussion  The results indicate that a spatial variability of one order of magnitude and a temporal variability of two orders of magnitude exist in both the fate level and human exposure and effect level characterization factors for NO_x. The summer time characterization factors for NO_x are higher than the winter time factors. However, for anthropogenic VOC, the summer time factors are lower than the winter time in almost half of the states. This is due to the higher emission rates of biogenic VOCs in the summer. The ecosystem exposure factors for NO_x and VOC do not follow a regular pattern and show a spatial variation of about three orders of magnitude. They do not show strong correlation with the human exposure factors. Sensitivity analysis has shown that the effect of meteorology and emission inputs is limited to a factor of three, which is several times smaller than the variation seen in the factors. Conclusions  Uncertainties are introduced in the characterization of photochemical precursors due to a failure to consider the spatial and temporal variations. Seasonal variations in photochemical activity influence the characterization factors more than the location of emissions. The human and ecosystem exposures occur through different mechanisms, and impacts calculated at the fate level based only on ozone concentration are not a good indicator for ecosystem impacts. Recommendations and perspectives  Spatial and temporal differentiation account for fate and transport of the pollutant, and the exposure of and effect on the sensitive human population or ecosystem. Adequate resolution for seasonal and regional processes, like photochemical oxidant formation, is important to reduce the uncertainty in impact assessment and improve decision-making power. An emphasis on incorporating some form of spatial and temporal information within standard LCI databases and using adequately resolved characterization factors will greatly increase the fidelity of a standard LCA. Electronic supplementary material  The online version of this article (doi:) contains supplementary material, which is available to authorized users.     

Estimating quantity and equity of carbon emission from roads based on an improved LCA approach: the case of China

Purpose

Carbon emission from roads is an important contributor of a nation’s greenhouse gas emission that causes climate change. However, the existing life cycle assessment (LCA) analysis of road carbon emissions focus on project-level, ignoring regional differences. Significant challenges remain in developing regional road’s carbon emission mitigation strategies. This study estimates the quantity of carbon emissions from roads in China and calculated the regional equity of road carbon emissions.

Methods

An improved LCA approach, which considered the regional difference of raw materials’ carbon emissions, carbon emissions caused by traffic jam and road category, was applied to calculate the quantity of carbon emissions of roads. Sensitive analysis was conducted to find the key influential factors. Gini coefficient was used to calculate the equity degree of carbon emissions by roads based on the LCA results. The decomposition model of Gini coefficient is applied to analyze the causes of carbon emission differences.

Results

The total national carbon emissions by roads in 2019 increased by 2.2 times compared to 2009. Carbon emission from roads in the operation phase increased from 62% in 2009 to 83% in 2019. The functional unit for expressway in this study ranging from 1646 to 1794 t CO₂e/km in 31 provinces. An estimated uncertainty of plus or minus 4% of the traffic flow allocation between expressway and other roads makes an increase of 38% or a decrease of 15% of the life cycle emission. The overall Gini coefficient of carbon emissions from roads in China is under the warning line of 0.4. Outer inequity between regions contributes 88.83% of the whole inequity and the most developed three regions contribute 66.23%.

Conclusions

Large quantity of road construction in the past in China makes the burden of carbon emission transfer from the construction phase to the operation phase. Regional differences of raw materials’ carbon emissions, traffic jam, and road hierarchy are important factors influencing the LCA-based estimation of road carbon emission. To improve the national equity degree of road carbon emission, quota allocation of road carbon emission rights between regions and cross-regional carbon emission reduction policies would help.

     

Life cycle assessment of the construction of an unpaved road in an undisturbed tropical rainforest area in the vicinity of Manu National Park,Peru

Purpose

The main goal of this study is to provide a thorough environmental sustainability analysis of the construction, traffic, and maintenance of a 45.6-km section of the ‘Manu Road’, an unpaved tropical road that is currently being built in the vicinity of Manu National Park, in the region of Madre de Dios, Peru.

Methods

Life cycle assessment (LCA) using a set of 18 different impact categories was selected to conduct the environmental analysis. Modelling of machinery and vehicle emissions, as well as dust emissions, was performed to account for site-specific characteristics in terms of road construction and traffic. Similarly, direct land use changes were modelled with a particular emphasis on the decay of deforested biomass during construction. A set of different scenarios for the production system were considered to account for uncertainty regarding vehicle transit, amount of deforested biomass, and emission standards.

Results and discussion

Construction, maintenance, and traffic of the Manu Road varied considerably depending on methodological assumptions. Deforestation due to direct land use changes appears to be the main environmental hotspot in terms of climate change, whereas in the remaining impact categories, traffic was the main carrier of environmental burdens.

Conclusions

To the best of our knowledge, this study is the first LCA that focuses on the construction, maintenance, and traffic in a tropical rainforest environment. Despite the low requirements in terms of materials and technology to build this road, its derived environmental impacts are relevant in terms of climate change and particulate matter formation due to deforestation and dust emissions, respectively. Unpaved roads represent a relevant proportion of the entire road network worldwide, especially in developing tropical countries, playing a crucial role in the transportation of raw materials. Furthermore, road infrastructure is expected to expand explosively in the decades to come. Therefore, we suggest that LCA studies can and should improve the planning of road infrastructure in terms of life cycle inventories.

     

An experimental investigation into the effects of traffic noise on distributions of birds: avoiding the phantom road

Many authors have suggested that the negative effects of roads on animals are largely owing to traffic noise. Although suggestive, most past studies of the effects of road noise on wildlife were conducted in the presence of the other confounding effects of roads, such as visual disturbance, collisions and chemical pollution among others. We present, to our knowledge, the first study to experimentally apply traffic noise to a roadless area at a landscape scale—thus avoiding the other confounding aspects of roads present in past studies. We replicated the sound of a roadway at intervals—alternating 4 days of noise on with 4 days off—during the autumn migratory period using a 0.5 km array of speakers within an established stopover site in southern Idaho. We conducted daily bird surveys along our ‘Phantom Road’ and in a nearby control site. We document over a one-quarter decline in bird abundance and almost complete avoidance by some species between noise-on and noise-off periods along the phantom road and no such effects at control sites—suggesting that traffic noise is a major driver of effects of roads on populations of animals.     

Analysis of the different techniques to include noise damage in life cycle assessment. A case study for car tires

Purpose

Despite that different methods for the inclusion of transport noise in life cycle assessment (LCA) have been proposed, none of them has become consensual. Leveraging a case study on car tires, this paper aims at comparing two among these characterization approaches to identify strengths and weaknesses and to investigate the relative contribution of noise to human health (in disability-adjusted life years (DALYs)) as compared to other environmental stressors.

Methods

The case study analyzed two tires showing different acoustical properties. The two methods applied are the one developed by Müller-Wenk and further improved by other authors and the recent one proposed by Cucurachi. These two methods were adapted to the case study, and a full LCA study of the car tires was carried out. Both uncertainty and sensitivity analyses were performed.

Results and discussion

Both methods highlight the potential high contribution of noise damage to the DALYs generated by car tires, even considering parameters’ uncertainties. This study shows therefore the necessity to integrate noise impact in LCA in a broader way. Both methods present coherent results regarding the environmental performance differences between the two products. However, the absolute DALY scores differ by eight orders of magnitude, probably because Cucurachi’s methods overestimate the damages. The analysis of modeling choices and parameter uncertainties could not explain this difference.

Conclusions

Noise impact on human health has to be included in LCA, and additional efforts should focus on the characterization modeling since there is not yet a consensual method for a systematic integration. The case study shows that the improvement of tire design can efficiently reduce noise impact on human health. Both methods have advantages and inconveniences. We think that it is possible to elaborate a method combining the strengths of both approaches. An incremental approach used on accurate localized and temporalized data processed with noise propagation software could provide characterization factors for a set of archetypes. This should be a good compromise for a method allowing systematic integration of noise impact in LCA.

     

Life Cycle Inventories of Transport Services: Background Data for Freight Transport (10 pp)

Background, Goal and Scope The ecoinvent database is a reference work for life cycle inventory data covering the areas of energy, building materials, metals, chemicals, paper and cardboard, forestry, agriculture, detergents, transport services and waste treatment. Generic inventories are available for freight and passenger transport including air, rail, road, and water transport. The goal of freight transport modelling is to provide background data for transport services, which occur between nearly any two process steps of a product system. This paper presents and discusses the model structure, basic assumptions and results for selected freight transport services.Main Features Transport services are divided into several datasets referred to as transport components. In addition to vehicle operation (comprising vehicle travel and pre-combustion), infrastructure processes such as vehicle maintenance, manufacturing and disposal, as well as transport infrastructure construction, operation and disposal, are also modelled. In order to link the various transport components to the functional unit of one tonne kilometre (tkm), so-called demand factors are determined. In the case of transport infrastructure that is not exclusively used by freight transport, allocation is essential. The respective allocation parameters employed for line infrastructure construction/disposal and operation datasets (including land use) are yearly Gross-tonne kilometre performance (Gtkm) and kilometric vehicle/train performance. Results are presented for selected environmental exchanges related to gaseous emissions (climate change gases, nitrogen oxides, and hydrocarbons), heavy metal (zinc and cadmium) emissions to soil and air, as well as BOD (Biological Oxygen Demand), and land use. Particle emissions are further distinguished into fine (PM2.5) and coarse (diameter between 2.5 and 10 µm) particles. The results presented comprise both an intra- and inter-modal comparison.Results and Discussions A comparison of Swiss and European rail transport reveals considerably lower emissions from Swiss rail transport due to the almost exclusive use of hydropower as traction energy. For gaseous emissions, freight transport by water or rail exhibits considerably better performance than road transport (65-92% less gaseous emissions). As far as zinc and cadmium emissions to soil are concerned, water and rail transport produce less than 1% of the emissions resulting from road transport for either pollutant. For zinc and cadmium emissions to air, road transport has the highest emissions; however, the emissions due to water and rail transport range from 2 to 18% of the emission levels arising from road transport. Particle emissions show a more diverse pattern. Whilst fine particle emissions due to water and rail transport are considerably lower than road transport, rail transport with respect to coarse particles performs worse than road transport. Dominance analysis reveals the importance of infrastructure processes. For instance, the NMHC-emissions of infrastructure processes account for 40%, 30% and 50% of emissions for road, rail and barge transport, respectively. For the demand factor of infrastructure operation, a sensitivity analysis of the employed allocation factor was performed, revealing no sensitivity for gaseous emissions and particles. On the other hand, considerable changes in both emission levels and in the ranking of transport modes is observed for land occupation. Finally, we varied selected operation parameters for road transport, resulting in considerable reductions of CO2 and NOX emissions of up to 60%. In one extreme case (load factor: 100%), NOx emissions for vehicle operation of a lorry are lower than for inland water transport. Only as a result of the considerably higher NOx emissions occurring in infrastructure processes does road transport score worse than water transport, with the ranking remaining the same as for the generic data presented in ecoinvent 2000.Conclusions and Perspectives The provided datasets allow for a preliminary screening of the importance of transport processes within a product life cycle. In the cases for which transport processes are identified as sensitive for the overall outcome of certain product life cycle or for transport specific comparisons, the modular structure and transparent documentation of demand factors allows for an easy and transparent integration of more case-specific data for selected transport components.     

Environmental assessment of urban mobility: Combining life cycle assessment with land-use and transport interaction modelling—Application to Lyon (France)

In France, greenhouse gas (GHG) emissions from transport have grown steadily since 1950 and transport is now the main source of emissions. Despite technological improvements, urban sprawl increases the environmental stress due to car use. This study evaluates urban mobility through assessments of the transport system and travel habits, by applying life cycle assessment methods to the results of mobility simulations that were produced by a Land Use and Transport Interactions (LUTI) model. The environmental impacts of four life cycle phases of urban mobility in the Lyon area (exhausts, fuel processing, infrastructure and vehicle life cycle) were estimated through nine indicators (global warming potential, particulate matter emissions, photochemical oxidant emissions, terrestrial acidification, fossil resource depletion, metal depletion, non-renewable energy use, renewable energy use and land occupancy). GHG emissions were estimated to be 3.02 kg CO₂-eq inhabitant⁻¹ day⁻¹, strongly linked to car use, and indirect impacts represented 21% of GHG emissions, which is consistent with previous studies. Combining life cycle assessment (LCA) with a LUTI model allows changes in the vehicle mix and fuel sources combined with demographic shifts to be assessed, and provides environmental perspectives for transport policy makers and urban planners. It can also provide detailed analysis, by allowing levels of emissions that are generated by different categories of households to be differentiated, according to their revenue and location. Public policies can then focus more accurately on the emitters and be assessed from both an environmental and social point of view.     

Disturbance by traffic of breeding birds: evaluation of the effect and considerations in planning and managing road corridors

In wildlife considerations in planning and managing road corridors little attention has been given to the effects of disturbance by traffic on populations of breeding birds. Recent studies, however, show evidence of strongly reduced densities of many species of woodland and open habitat in broad zones adjacent to busy roads. The density reduction is related to a reduced habitat quality, and traffic noise is probably the most critical factor. Because density can underestimate the habitat quality, the effects on breeding populations are probably larger than have been established. In consequence, species that did not show an effect on the density might still be affected by traffic noise. On the basis of this recent knowledge, methods have been developed that can be used in spatial planning procedures related to main roads, and in road management practice, and some practical points are discussed. An example of application shows that the effects are probably very important in The Netherlands with a dense network of extremely crowded main roads. For meadow birds, which are of international importance, the decrease in population in the West of The Netherlands may amount to 16%. Because breeding birds suffer from many other environmental influences there is also a great risk of an important cumulation of effects.     

Utilization of woody biomass in Singapore: technological options for carbonization and economic comparison with incineration

Background, aim and scope  The interest in the use of biomass as a renewable energy resource has rapidly grown over the past few years. In Singapore, biomass resources are mostly from waste wood. This article presents a few technological options, namely carbonization, for the conversion of woody biomass into a solid fuel, charcoal. Materials and methods  In the first stage, a life cycle assessment (LCA) ‘gate-to-gate’ system was developed for a conventional carbonizer system, a modern carbonizer from Japan, and a proposed four-stage partial furnace carbonizer from Tunisia. The potential environmental impacts were generated for global warming potential, acidification, human toxicity and photochemical oxidant potential. Based on the first set of results, the second LCA investigation was carried out comparing the selected carbonizer from Japan and an existing incinerator in Singapore. The second LCA adopted a unique approach combining social costs of pollution with the economic factors of the two biomass conversion technologies. Results  The carbonizer from Japan resulted in approximately 85% less greenhouse gases than the conventional carbonization system and 54% less than the proposed four-stage carbonizer from Tunisia. In terms of acidification and human toxicity, the carbonizers from Japan and Tunisia display nearly similar results—both were considerably lower than the conventional carbonizer. For photochemical oxidant potential, very minimal emissions are generated from the four-stage carbonizer and nearly zero impact is realized for the carbonization technology from Japan. Discussion  From the first set of LCA results, the Japanese carbonizer is favored in terms of its environmental results. The highest environmental impacts from the conventional carbonizer were due to large and uncontrolled emissions of acidic gases, greenhouse gases (particularly CO₂ and CH₄), particulates, and non-methane volatile organic compounds from both fugitive sources and energy requirements. The second LCA addressed the performance of the carbonizer from Japan against an existing incinerator in terms of environmental as well as cost performances. This unique approach translated pollution emissions into monetary costs to highlight the impacts of social health. Conclusions  For the first LCA, the accumulated impacts from the Japanese carbonizer proved to display significantly lower environmental impacts, especially for global warming potential. The overall environmental performance of the four-stage carbonizer from Tunisia ranked slightly lower than the one from Japan and much higher than the conventional carbonizer. The second LCA results displayed a noteworthy improvement of 90% for human health from the modern Japanese carbonizer technology—when compared against conventional incinerators. Without considering health issues or social costs, the total value per ton of wood treated is nearly similar for both incinerator and carbonizer. Recommendations and perspectives  The interest in biomass as raw material for producing energy has emerged rapidly in many countries. However, careful analysis and comparison of technologies are necessary to ensure favorable environmental outcomes. A full life cycle study, along with costs and the impact of pollution on society, should be performed before any large-scale biomass conversion technology is implemented. LCA can be applied to quantify and verify the overall environmental performance of a particular technology of interest as well as further explore the proposed technology in terms of costs and social implications.     

Fuzzy-Sets Approach to Noise Impact Assessment (7 pp)

Background, Aims and Scope Noise impacts are rarely assessed in Life Cycle Assessment (LCA), probably due to lack of data, to the difficulty of setting up an appropriate assessment method including relevant uncertainties and vagueness and to their site-dependent nature. The evaluation, as well as for odour, cultural and aesthetic impacts, seems to be closely related to human judgements and perception based. Although fuzzy-sets have been developed for this purpose since the late '60s and their usefulness has been proven by successful applications, noise impact assessment approaches have been essentially crisp so far. The aim of this paper is to present a method for noise impact assessment based on fuzzy sets with an application to a simple example. Methods The fuzzy noise impact assessment involves: 1) the quality assessment of the site concerned by the noise impact before the occurrence of noise emissions; quality is expressed by a crisp (i.e. non-fuzzy) function depending on variables (the so-called 'primitives'), which are relevant for the evaluation (e.g. the population density, the type of land use,...); 2) the fuzzy representation of the primitives, e.g. their evaluation by means of linguistic variables (such as 'the population density is high') and by fuzzy numbers; 3) the fuzzy representation of the quality, by fuzzifying the crisp function defined in 1) and 4) the fuzzy representation of the noise impact. In the example, the noise impacts of three processes of coal mining and combustion are assessed. Results and Discussion The application example proved the operationability of the method. Primitives and noise impact assessment results are represented by fuzzy numbers and intervals that are more informative than crisp numbers for the interpretation of results The quality and impact assessment results obtained seem to be coherent with the nature of the processes involved and of the variables characterizing them. Conclusion and Outlook Fuzzy intervals and numbers could be more informative and closer to human judgements and perceptions than crisp numbers are, thus improving the pertinence and the interpretation of the results. Despite the increase in sophistication and the fact that the representation of the variables involved in calculations should be developed further (e.g. on the basis of consensus gained in an expert panel), the fuzzy approach seems to be promising for the assessment of noise impacts in LCA.     

No Matter – How?: Dealing with Matter‐less Stressors in LCA of Wind Energy Systems

The portfolio of impacts that are quantified in life cycle assessment (LCA) has grown to include rather different stressors than those that were the focus of early LCAs. Some of the newest life cycle impact assessment (LCIA) models are still in an early phase of development and have not yet been included in any LCA study. This is the case for sound emissions and noise impacts, which have been only recently modeled. Sound emissions are matter‐less, time dependent, and bound to the physical properties of waves. The way sound emissions and the relative noise impacts are modeled in LCA can show how new or existing matter‐less impacts can be addressed. In this study, we analyze, through the example of sound emissions, the specific features of a matter‐less impact that does not stem from the use of a kilogram of matter, nor is related to the emission of a kilogram of matter. We take as a case study the production of energy by means of wind turbines, contradicting the commonly held assumption that windmills have no emissions during use. We show how to account for sound emissions in the life cycle inventory phase of the life cycle of a wind turbine and then calculate the relative impacts using a noise LCIA model.