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.     

An approach to assess logistics and ecological supply chain performance using postponement strategies

This paper presents a methodology that helps managers evaluate how to assess the impact of postponement on supply chain performance considering logistics and ecological criteria. We consider a green supply chain design that considers CO₂ transport emissions under different postponement strategy scenarios using a simulation tool. The paper focuses on a relevant extension of postponement theory by including green considerations into the evaluation of postponement strategies in green supply chain design. Moreover, it provides some insight on how to measure and evaluate the impact of postponement regarding supply chain transport performance, considering different transport mode (container ocean ship and truck) using the European Platform on Life-Cycle Assessment (EPLCA) of ELCD – European Life-Cycle Database. The study has demonstrated that logistics and packing postponement strategies can improve the performance of logistics (total inventory and order lead-time) and, at the same time contribute to reducing the environmental impact of CO₂ emissions from transportation process.     

Intermodal network design: a three-mode bi-objective model applied to the case of Belgium

Freight transport planning is nowadays encouraged to align with environmental objectives. Among those, climate change is of particular interest for many countries. In its White Paper on Transport, the European Commission considers intermodal transport as a potential solution for reducing environmental impacts. In order to make good strategic transport decisions, realistic decision support models for freight transport networks must be developed, so that insights can be derived for the different stakeholders of the transportation chain. This research proposes a bi-objective mathematical formulation which takes into account economic and environmental objectives, on a road and intermodal network with three modes of transport (road, intermodal rail, and intermodal inland waterways), and in which economies of scale of intermodal transport can be considered. With this model better fitting reality, an application to the Belgian case study provides practical information on how flows, terminal types and locations vary depending on the chosen policy, on the integration or not of economies of scale, on costs or emissions modifications and on the number of terminals to locate. Results show that the chosen policy influences the terminal type and the intermodal market share. The study also highlights the interest of intermodal transport on short distances, and the risk of flow exchanges inside the intermodal market share, rather than between road and intermodal transport.     

Fuzzy Multi-Objective Optimization of a Green Supply Chain Network with Risk Management that Includes Environmental Hazards

Among the leading environmental risks, global climate alteration has become one of the most important controversial issues. Greenhouse gas emissions (CO₂, methane, etc.) and air pollution have motivated a need to develop and improve environmental management strategies. As a consequence, environmental sanctions are forcing commercial enterprises to re-consider and re-design supply chain processes in a green way. This article provides a multi-objective model to design a closed-loop supply chain (CLSC) network in a green framework. Our first and second objectives are to minimize all the transportation costs for the supply chain's forward and reverse logistics; the third objective is to minimize total CO₂ emissions; the fourth objective is to encourage customers to use recyclable materials as an environmental practice. To provide more realistic modeling by treating the uncertainty in decision-makers’ objectives, fuzzy modeling is used in this study. The model is explained and tested via fulfilling a numerical example. In scenario analyses, analytic hierarchy process (AHP), fuzzy AHP (F-AHP), and fuzzy TOPSIS (F-TOPSIS) approaches were applied and compared to evaluate different objectives to guide decision-makers.     

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.

     

An integrated approach to improving fossil fuel emissions scenarios with urban ecosystem studies

The future trajectory of fossil fuel emissions is one of the largest uncertainties in predicting climate change. While global emissions scenarios are ultimately of interest for climate modeling, many of the factors that influence energy and fuel consumption operate on a local rather than global level. However, there have been relatively few comprehensive studies of the ecological and socioeconomic processes that will determine the future trajectory of net carbon dioxide (CO₂) emissions at local and regional scales. We conducted an interdisciplinary, whole ecosystem study of the role of climate, urban expansion, urban form, transportation, and the urban forest in influencing net CO₂ emissions in the Salt Lake Valley, Utah, a rapidly urbanizing region in the western U.S. Our approach involved a detailed emissions inventory validated with atmospheric measurements, as well as a system dynamics model of future CO₂ emissions developed in collaboration with local stakeholders. The model highlighted the importance of a positive feedback between urban land development and transportation investments that may strongly affect emissions by amplifying declines in developmental densities and increases in vehicular traffic. Simulations suggested that while doubling the density of tree planting would have a negligible effect on total urban CO₂ emissions, land use and transportation policies that dampen the intensity of the urban sprawl feedback could result in a 22% reduction in CO₂ emissions by 2030 relative to a business as usual scenario. We suggest that by advancing our mechanistic understanding of energy and fuel consumption regionally, this urban ecosystem approach has great potential for improving emissions scenario studies if replicated in other cities and urbanizing regions.     

Carbon footprint and air emissions inventories for US honey production: case studies

Purpose

The primary purpose of this study is to estimate the life cycle greenhouse gas (GHG) emissions (carbon footprint) and criteria pollutant emissions during honey production and processing for US conditions based on several case studies of different scale beekeeping and processing operations. Commercial beekeeping operations yield two coproducts, honey and pollination services. These two products present an interesting coproduct allocation problem since beekeeping operations cannot be clearly subdivided, pollination services do not have a substitutable product or service, and pollination services cannot be characterized by physical properties for value-based allocation. Thus, a secondary purpose is to identify an appropriate allocation method and to discuss how the choice of allocation strategies influences the outcomes.

Methods

The commercial honey production supply chain comprises the following two primary steps: raw honey production by beekeepers and honey processing and packaging by processors. A case study approach was used based on detailed operation data provided by several beekeepers and processors from key honey-producing regions in the USA. Process-based life cycle assessment was conducted following the ISO guidelines, and economic allocation was used as a baseline method for coproduct allocation.

Results and discussion

Life cycle modeling of one complete commercial supply chain (raw honey production, transport to a processer, and processing) shows that total life cycle GHG emissions range from 0.67 to 0.92 kg CO₂ equivalent/kg of processed honey; however, outcomes show significant variability. Results show commercial honey production emits more GHGs and criteria pollutants than processing. Truck transport of bees is the dominant contributor of both GHG emissions and criteria pollutants within the life cycle of raw honey production. However, honey processing, which depends on natural gas and electricity, contributes a significant fraction of SO _x . These results are based on economic allocation among beekeeping coproducts. In addition to economic allocation, subdivision was applied to beekeeping activities. Because hive management (feed and medication) could not be further subdivided, a bounded range was generated for raw honey production, where the lower and upper bounds represent two extremes where all the environmental burdens associated with hive management were allocated to pollination or honey production.

Conclusions

Economic allocation tends to fall near or below the lower bound for the subdivision method. Interestingly, some beekeepers reported that their hive management practices were driven more by demand for pollination services than honey, which seems to be reflected in the coordination of lower-bound subdivision and economic allocation results.     

The Effects of Local Biomass Availability and Possibilities for Truck and Train Transportation on the Greenhouse Gas Emissions of a Small-Diameter Energy Wood Supply Chain

The work presents a method of assessing the greenhouse gas (GHG) emissions of forest-based biomass supply chains on a site-specific level. The method includes biomass availability and transportation network assessments based on geographical information system data, and GHG emission assessment based on life-cycle assessment methods. The GHG assessment takes into account distances traveled on the various types of road by trucks. Two case studies are presented, with 720 TJ?year^?1 of small-diameter energy wood chips delivered to two locations in Finland: Mikkeli and Rovaniemi. In the case studies, possibilities for train transportation from distant supply areas were included. Regarding railway transportation, it was assumed that the end-points have direct railway connections. The case study results show that if direct truck transportation around the plants were supplemented with one trainload per week (230 TJ?year^?1) from suitably located railway loading points, GHG emission savings of 8 % could be achieved in both cases. The most GHG-efficient supply chains around the railway loading points were found to be based on transportation of loose trees to the loading spots. Because of better biomass availability and better roads, the emissions of the least GHG-emitting supply chain were 9 % lower in Mikkeli’s case than for Rovaniemi. The results indicate that site-specific biomass availability and transportation possibilities should be taken into account in assessment of the GHG emissions of a particular biomass supply chain. Also, if suitable conditions exist, railway transportation offers potential for reduced supply-chain GHG emissions.     

区域旅游交通碳排放测度模型及实证分析

交通是旅游业发展的基础,旅游交通的碳排放是旅游业碳排放的主体部分。合理配置区域旅游交通是旅游业可持续发展的重要保障。从区域的角度出发,构建区域旅游交通碳排放测算模型,并以南京市和黄山市为例进行分析。研究发现:(1)区域经济和旅游发展水平是影响旅游交通碳排放的重要因素,且经济发展水平和旅游发展水平对旅游交通碳排放"贡献"的大小和方向不同;(2)区域旅游交通碳排放主要在区外,区内比例较小。2008至2012年,南京市旅游交通碳排放中区外部分所占比例平均达到89.13%,黄山市平均达到90.21%,两城市区外与区内部分之比均约为9∶1;(3)区域旅游交通碳排放结构中,民航所占比重最大,其次是公路和铁路,区域交通结构的优化有利于旅游交通碳排放的减少;(4)区域各类交通方式中,外部交通的碳排放中旅游业的贡献较大,而城市内部交通的碳排放中旅游业的贡献较小。     

Optimal Locations for Methanol and CHP Production in Eastern Finland

Finland considers energy production from woody biomass as an efficient energy planning strategy to increase the domestic renewable energy production in order to substitute fossil fuel consumption and reduce greenhouse gas emissions. Consequently, a number of developmental activities are implemented in the country, and one of them is the installation of second generation liquid biofuel demonstration plants. In this study, two gasification-based biomass conversion technologies, methanol and combined heat and power (CHP) production, are assessed for commercialization. Spatial information on forest resources, sawmill residues, existing biomass-based industries, energy demand regions, possible plant locations, and a transport network of Eastern Finland is fed into a geographically explicit Mixed Integer Programming model to minimize the costs of the entire supply chain which includes the biomass supply, biomass and biofuel transportation, biomass conversion, energy distribution, and emissions. The model generates a solution by determining the optimal number, locations, and technology mix of bioenergy production plants. Scenarios were created with a focus on biomass and energy demand, plant characteristics, and cost variations. The model results state that the biomass supply and high energy demand are found to have a profound influence on the potential bioenergy production plant locations. The results show that methanol can be produced in Eastern Finland under current market conditions at an average cost of 0.22??/l with heat sales (0.34??/l without heat sales). The introduction of energy policy tools, like cost for carbon, showed a significant influence on the choice of technology and CO₂ emission reductions. The results revealed that the methanol technology was preferred over the CHP technology at higher carbon dioxide cost (>145??/t_CO2). The results indicate that two methanol plants (360?MW_biomass) are needed to be built to meet the transport fuel demand of Eastern Finland.     

Effects of Using Heterogeneous Prices on the Allocation of Impacts from Electricity Use: A Mixed‐Unit Input‐Output Approach

Economic input‐output life cycle assessment (IO‐LCA) models allow for quick estimation of economy‐wide greenhouse gas (GHG) emissions associated with goods and services. IO‐LCA models are usually built using economic accounts and differ from most process‐based models in their use of economic transactions, rather than physical flows, as the drivers of supply‐chain GHG emissions. GHG emissions estimates associated with input supply chains are influenced by the price paid by consumers when the relative prices between individual consumers are different. We investigate the significance of the allocation of GHG emissions based on monetary versus physical units by carrying out a case study of the U.S. electricity sector. We create parallel monetary and mixed‐unit IO‐LCA models using the 2007 Benchmark Accounts of the U.S. economy and sector specific prices for different end users of electricity. This approach is well suited for electricity generation because electricity consumption contributes a significant share of emissions for most processes, and the range of prices paid by electricity consumers allows us to explore the effects of price on allocation of emissions. We find that, in general, monetary input‐output models assign fewer emissions per kilowatt to electricity used by industrial sectors than to electricity used by households and service sectors, attributable to the relatively higher prices paid by households and service sectors. This fact introduces a challenging question of what is the best basis for allocating the emissions from electricity generation given the different uses of electricity by consumers and the wide variability of electricity pricing.     

Sustainable development of global supply chains—part 1: sustainability optimization framework

In global industry supply chains, environmental sustainability optimization addresses the overall consumption of resources and energy, the reduction of carbon emissions and generated waste to name a few. In this paper, we propose a holistic sustainability optimization framework for strategic network design of industry supply chains under consideration of economic, social as well as ecologic objectives. The framework is flexible to incorporate multiple sustainability indicators, alternative sustainability optimization strategies as well as a variety of internal and external industry-specific factors which impact the sustainability of the entire industry supply chain in the long-term. The core of the framework is an end-to-end closed-loop value chain model consisting of process, transport and product-in-use modules. For the first time, the product-in-use impact (“use” vs. “make”) is integrated in one network design approach. In addition, the model fully closes the loop from sourcing of raw materials via manufacturing towards reverse value chain steps such as disposal and recycling. Finally, we propose the minimize-time-to-sustainability approach as new optimization strategy for long-term network design problems focusing on minimizing the time, industry supply chain structures need to transform into sustainability steady states for all defined sustainability indicators such as CO₂e emissions, costs or social indicators based on defined target values. In part 2 of this paper the application of the optimization framework to the European automotive industry is shown.     

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.     

LCA for assessing environmental benefit of eco-design strategies and forest wood short supply chain: a furniture case study

Purpose

Eco-innovation strategies are increasingly adopted to ensure the minimization of environmental impacts. Nonetheless, only a comprehensive integrated assessment along the life cycle stages of a product may ensure a robust analysis of the benefit of the innovation. The object of the present study is the environmental assessment of furniture prototypes produced using certified wood and integrating eco-design criteria in their conception. The aim of the study was twofold: firstly, to evaluate the environmental profile of the furniture, highlighting possible hot spots of impacts, and secondly, to evaluate the capability of life cycle assessment (LCA) to identify the environmental benefit associated to the adoption of eco-innovation strategies, such as the following: ensuring short supply chain from raw material to production; using wood coming from certified forests (according to PEFC scheme); and the implementation of eco-design principles, also associated with green public procurement requirements.

Methods

LCA has been applied in a case study related to the wood furniture sector in the alpine region of Northern Italy. Every activity was modeled using primary data, related to the inputs and outputs of the processes, provided directly by the designers and by woodworking firms. Input data related to forestry activities and wood extraction were collected and processed in a previous phase of the study. The life cycle of a prototype school desk from the cradle-to-gate perspective was analyzed. A woodworking plant was examined in detail, dividing the whole manufacturing process into four phases: panels production, woodworking, painting and steel parts processing. The system boundaries included all the activities which take place inside the plant as well as energy inputs, transports and ancillary products used.

Results and discussion

The results highlighted that the working phases showing the greatest environmental burdens were the production of solid wood panels and the processing of iron parts. No concerns about chemicals, glues and paints were raised, due to the eco-design principles implemented in the production of the furniture. The choice of a short supply chain allowed for drastic reductions in the impacts associated to long-distance transports. Three sensitivity analyses were carried out to test the robustness of results concerning the following: (1) glue options, (2) drying phase and VOC emissions, and (3) transport options.

Conclusions

This study proves to which extent eco-design criteria implemented in practice improve the environmental performance of products. All positive effects due to decisions taken in school desk design and conception were supported by evidence.     

Rethinking Environmental Performance from a Public Health Perspective: A Comparative Industry Analysis

To date the most common measures of environmental performance used to compare industries, and by extension firms or facilities, have been quantity of pollution emitted or hazardous waste generated. Discharge information, however, does not necessarily capture potential health effects. We propose an alternative environmental performance measure that includes the public health risks of toxic air emissions extended to industry supply chains using economic input-output life-cycle assessment. Cancer risk to the U.S. population was determined by applying a damage function to the Toxic Release Inventory (TRI) as modeled by CalTOX, a multimedia multipathway fate and exposure model. Risks were then translated into social costs using cancer willingness to pay. For a baseline emissions year of 1998, 260 excess cancer cases were calculated for 116 TRI chemicals, dominated by ingestion risk from polycyclic aromatic compounds and dioxins emitted by the primary aluminum and cement industries, respectively. The direct emissions of a small number of industry sectors account for most of the U.S. population cancer risk. For the majority of industry sectors, however, cancer risk per $1 million output is associated with supply chain upstream emissions. Ranking industries by total (direct + upstream) supply chain risk per economic output leads to different conclusions about the relative hazards associated with these industries than a conventional ranking based on emissions per economic output.     

Integrating neglected ecological impacts of road transport into corporate management

Companies producing consumer goods are showing a greater interest in integrating the concept of ‘environmental footprinting’ into their management. Usually, one component of a footprint is road transport. While land use and greenhouse gas emissions are accounted for in life cycle assessment the focus often is on the latter. The additional impact by roads and vehicles – particularly regarding biological diversity – is seldom considered. One reason for this deficit is that findings from road ecology are not sufficiently quantifiable to integrate in life cycle or footprinting analyses. In this article, approaches for quantifying direct land use, degradation of adjunct area, and fragmentation are introduced. Methodologically, this is achieved through a literature analysis and the use of case studies. Four equations are presented that allow measuring spatial impacts of transport processes. Results can be used for more complete impact mitigation and reporting in the context of LCA.     

The relative importance of transport in determining an appropriate sustainability strategy for food sourcing

Background, Aims and Scope Over the last five decades, the nature of food retailing has undergone an enormous transformation. Macro level economic, structural and technological developments have led to a major increase in the level of world trade. These developments have helped retailers to meet modern consumer expectations, but benefits have not been achieved without some drawbacks. This paper seeks to explore the environmental impacts associated with fresh produce supply chains, in order to understand the relative significance of transport as compared to other supply chain activities. Methods Life Cycle Assessment was used to estimate the potential environmental impacts of three fresh produce items sourced from six countries and solid in Marks and Spencer stores: royal gala apples from Brazil, Chile, Italy and the UK; runner beans from Kenya (and extrapolated for Guatemala and the UK); and watercress from the UK and USA (and extrapolated for Portugal). Analysis was also conducted to evaluate the likely impacts of extending the storage period for UK apples thus negating the need to import, against the current strategy of importing fruit from the Southern hemisphere for six months of the year. In addition, the impacts of conventional as compared to organic cultivation were considered for watercress in both the UK and USA. Results and Discussion The results for all three products reveal similar dominating impacts. A clear distinction arises in terms of the activities which contribute most to environmental impact and the magnitude of this impact, depending on the country in which the product is cultivated; i.e. global, regional (European) or local (British) sources of supply. Conclusion Transport (or distance between production and consumption) is therefore an important factor in determining the environmental sustainability of food supply chains (though for long distance haulage, there is a significant distinction between air-freight and shipping). Electricity consumed for storage and packing operations is also significant, and the associated environmental impact is lower in countries where a large proportion of electricity is generated from renewable fuels. However, where this occurs in countries distant from the UK, transport impacts overshadow the environmental savings achieved from the more favourable electricity generation mix. Recommendations and Perspectives The results of this study suggest that when in season it is generally preferential, on environmental grounds, for UK consumers to buy British produce rather than produce imported from overseas. Cultivation overseas is necessary to ensure year-round availability and in these circumstances it is preferable that processing activities also occur overseas if environmental benefits can be derived from local factors (e.g. a favourable electricity generation mix). Overall, the findings should be evaluated in the context of managing wider sustainability interests (including social and economic issues), for which further research is required.     

Pollution and Cost in the Coke-Making Supply Chain in Shanxi Province, China

An integrated system trade-off model has been developed to assess costs and pollution associated with transportation in the coke-making supply chain in Shanxi Province, China. A transportation-flow, cost-minimization solver is combined with models for calculating coke-making plant costs, estimating transportation costs from a geographic information system road and rail database, and aggregating coke-making capacity among plants. Model outputs of economic cost, nitrogen oxides (NO_x) emissions, and transport distributions are visualized using an Internet-based graphic user interface. Data for the model were collected on survey trips to Shanxi Province as well as from secondary references and proxies. The modularity and extensibility of the system trade-off model facilitate introduction of new data sets in order to examine various planning scenarios.
Scenarios of coke-making plant aggregation, rail infrastructure improvement, and technology transfer were evaluated using the model. Costs and pollution emissions can be reduced by enlarging coke-making plants near the rail stations and closing down other plants. Preferential minimization of transportation costs gives a lower total cost than simply minimizing plant costs. Therefore, policy makers should consider transportation costs when planning the reallocation of coke-making capacity in Shanxi Province. Increasing rail-transport capacity is less effective than aggregating plant capacity. On the other hand, transfer of low-pollution truck technology results in a large emission reduction, however, reflecting the importance of truck transportation in the Shanxi Province coke-making industry.     

Environmental Assessment of Freight Transportation in the U.S. (11 pp)

Goal, Scope and Background This study provides a life cycle inventory of air emissions (CO2, NOx, PM10, and CO) associated with the transportation of goods by road, rail, and air in the U.S. It includes the manufacturing, use, maintenance, and end-of-life of vehicles, the construction, operation, maintenance, and end-of-life of transportation infrastructure, as well as oil exploration, fuel refining, and fuel distribution. Methods The comparison is performed using hybrid life cycle assessment (LCA), a combination of process-based LCA and economic input-output analysis-based LCA (EIO-LCA). All these components are added by means of a common functional unit of grams of air pollutant per ton-mile of freight activity. Results and Discussion Results show that the vehicle use phase is responsible for approximately 70% of total emissions of CO2 for all three modes. This confirms that tailpipe emissions underestimate total emissions of freight transportation as infrastructure, pre-combustion, as well as vehicle manufacturing and end-of-life account for a sizeable share of total emissions. Differences between tailpipe emissions and total system wide emissions can range from only 4% for road transportation's CO emissions to an almost ten-fold difference for air transportation's PM10 emissions. Conclusion Rail freight has the lowest associated air emissions, followed by road and air transportation. Depending on the pollutant, rail is 50-94% less polluting than road. Air transportation is rated the least efficient in terms of air emissions, partly due to the fact that it carries low weight cargo. It emits 35 times more CO2 than rail and 18 times more than road transportation on a ton-mile basis. It is important to consider infrastructure, vehicle manufacturing, and pre-combustion processes, whose life-cycle share is likely to increase as new tailpipe emission standards are enforced. Recommendation and Outlook Emission factors, fuel efficiency, and equipment utilization contribute the most to uncertainty in the results. Further studies are necessary to address all variables that influence these parameters, such as road grade, vehicle speed, and vehicle weight. A focus on regional variation, end-of-life processes, fuel refining processes, terminals, as well as more accurate infrastructure allocation between freight and passenger transportation would strengthen the model.     

Application of LCI: Environmental profile of LAB and detergent alcohols

LAB (Linear Alkyl Benzene) and long chain linear alcohols are the intermediates for the production of the most important surfactants used in the field of the world detergents. In the last two decades, as a consequence of the oil crisis and of the increasing environmental issues, technological development has been targeting the reduction of resources consumption and emissions related to these production activities. The results of the application of the principles of Life Cycle Inventory (LCI) to the production paths of Oxo-alcohols and LAB from kerosene are shown here, taking into account the improvements made within our production technologies. The case studies detailed in this study show the most relevant achievements, regarding our processes, in terms of environmental quality and demonstrate that the correct application of LCI methodology is decisive to obtain considerable advantages, as far as the environmental quality of our products is concerned.