Noise footprint from personal land‐based mobility

A large part of the world population is exposed to noise levels that are unhealthy. Yet noise is often neglected when impact assessment studies are conducted and when policy interventions are designed. In this study, we provide a way to calculate the noise footprint of citizens directly determined by their use of private and public transport on land. The study combines the results of the large transport simulation model MATSim applied to Switzerland, with a noise characterization model, N‐LCA, developed in the context of life cycle assessment. MATSim results allow tracking the use of private and public transportation by agents in the model. The results after characterization provide a consumption‐based noise footprint, thus the total noise and impacts that are caused by the private mobility demand of the citizens of Switzerland. Our results confirm that road transportation is the largest contributor to the total noise footprint of land‐based mobility. We also included a scenario with a full transition to an electrified car fleet, which showed the potential for the reduction of impacts, particularly in urban areas, by about 55% as compared to the modeled regime with combustion engines.     

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.     

National inventories of land occupation and transformation flows in the world for land use impact assessment

Purpose

Land use can cause significant impacts on ecosystems and natural resources. To assess these impacts using life cycle assessment (LCA) and ensure adequate decision-making, comprehensive national inventories of land occupation and transformation flows are required. Here, we aim at developing globally differentiated inventories of land use flows that can be used for primary use in life cycle impact assessment or national land planning.

Methods

Using publicly available data and inventory techniques, national inventories for several land use classes were developed. All land use classes were covered with the highest retrievable level of disaggregation within urban, forestry, agriculture and other land use classes, thus differentiating 21 land use classes. For illustrating the application of this newly developed inventory, two different application settings relevant to life cycle impact assessment were considered: the calculation of global normalisation references for 11 land use impact indicators related to soil quality assessment (adopting the methods recommended by the EU Commission) and the determination of generic globally applicable characterisation factors (CFs) resulting from aggregation of country-level CFs for situations for use when land use location is unknown.

Results and discussion

We built national inventories of 21 land occupation and 17 land transformation flows for 225 countries in the world for the reference year 2010. Cross-comparisons with existing inventories of narrower scopes attested its consistency. Detailed analyses of the calculated global normalisation references for the 11 land use impact categories showed different patterns across the land use impact indicators for each country, thus raising attention on key land use impacts specific to each country. Furthermore, the upscaling of country-level CFs to global generic CFs using the land use inventory revealed discrepancies with other alternative approaches using land use data at different resolutions.

Conclusions

In this study, we made a first attempt at developing national inventories of land use flows with sufficient disaggregation level to enable the calculation of normalisation references and differentiated impacts. However, the findings also demonstrated the need to refine the consistency of the inventory, particularly in the combination of land cover and land use data, which should be harmonised in future studies, and to expand it with differentiated coverage of more land use flows relevant to impact assessment.

     

On the forest cover–water yield debate: from demand‐ to supply‐side thinking

Several major articles from the past decade and beyond conclude the impact of reforestation or afforestation on water yield is negative: additional forest cover will reduce and removing forests will raise downstream water availability. A second group of authors argue the opposite: planting additional forests should raise downstream water availability and intensify the hydrologic cycle. Obtaining supporting evidence for this second group of authors has been more difficult due to the larger scales at which the positive effects of forests on the water cycle may be seen. We argue that forest cover is inextricably linked to precipitation. Forest‐driven evapotranspiration removed from a particular catchment contributes to the availability of atmospheric moisture vapor and its cross‐continental transport, raising the likelihood of precipitation events and increasing water yield, in particular in continental interiors more distant from oceans. Seasonal relationships heighten the importance of this phenomenon. We review the arguments from different scales and perspectives. This clarifies the generally beneficial relationship between forest cover and the intensity of the hydrologic cycle. While evidence supports both sides of the argument – trees can reduce runoff at the small catchment scale – at larger scales, trees are more clearly linked to increased precipitation and water availability. Progressive deforestation, land conversion from forest to agriculture and urbanization have potentially negative consequences for global precipitation, prompting us to think of forest ecosystems as global public goods. Policy‐making attempts to measure product water footprints, estimate the value of ecosystem services, promote afforestation, develop drought mitigation strategies and otherwise manage land use must consider the linkage of forests to the supply of precipitation.     

Species richness and evenness respond to diverging land‐use patterns – a cross‐border study of dry tropical woodlands in southern Africa

Cross‐border studies offer unique situations to study the impact of different land‐use regimes on ecosystems. Along the Angolan and Namibian border formed by the Okavango River, the environmental conditions and traditional land‐use practises are the same on either side of the river. However, decades of civil war in Angola led to a stagnant development while political stability in Namibia fostered a recent socio‐economic transformation. We investigated the impact of spatially diffuse land use on plant diversity of the dry tropical woodlands covering the vast, sandy hinterlands of the river. As accessibility is the major factor governing land use, we used distance to road as a proxy for land‐use intensity. Based on 58 vegetation plots sized 20 m × 50 m, we showed that species richness increased with distance to road in Angola while in Namibia it remained constant on a lower level. Evenness showed an inverse pattern to species richness and Shannon diversity index showed no response. Analysing diversity patterns according to life forms revealed that these patterns are primarily driven by woody species. The study showed that spatially diffuse land use has a measurable effect on plant diversity and illustrates that roads act as vectors of change.     

Principles for life cycle inventories of land use on a global scale

Purpose

To assess the diverse environmental impacts of land use, a standardization of quantifying land use elementary flows is needed in life cycle assessment (LCA). The purpose of this paper is to propose how to standardize the land use classification and how to regionalize land use elementary flows.

Materials and methods

In life cycle inventories, land occupation and transformation are elementary flows providing relevant information on the type and location of land use for land use impact assessment. To find a suitable land use classification system for LCA, existing global land cover classification systems and global approaches to define biogeographical regions are reviewed.

Results and discussion

A new multi-level classification of land use is presented. It consists of four levels of detail ranging from very general global land cover classes to more refined categories and very specific categories indicating land use intensities. Regionalization is built on five levels, first distinguishing between terrestrial, freshwater, and marine biomes and further specifying climatic regions, specific biomes, ecoregions and finally indicating the exact geo-referenced information of land use. Current land use inventories and impact assessment methods do not always match and hinder a comprehensive assessment of land use impact. A standardized definition of land use types and geographic location helps to overcome this gap and provides the opportunity to test the optimal resolution of land cover types and regionalization for each impact pathway.

Conclusions and recommendation

The presented approach provides the necessary flexibility to providers of inventories and developers of impact assessment methods. To simplify inventories and impact assessment methods of land use, we need to find archetypical situations across impact pathways, land use types and regions, and aggregate inventory entries and methods accordingly.

     

Life cycle assessment and life cycle costing of road infrastructure in residential neighbourhoods

Purpose

The built environment consists of a huge amount of infrastructure, such as roads and utilities. The objective of this paper is to assess the life cycle financial and environmental impact of road infrastructure in residential neighbourhoods and to analyse the relative contribution of road infrastructure in the total impact of neighbourhoods.

Methods

Various road sections are analysed based on an integrated life cycle approach, combining life cycle costing and life cycle assessment. To deal with complexity, a hierarchic assessment structure, using the principles of the “element method for cost control”, is implemented. Four neighbourhood models with diverse built densities are compared to gain insight in the relative impact of road infrastructure in neighbourhoods.

Results and discussion

The results reveal important financial and environmental impact differences between the road sections analysed. Main contributors to the life cycle financial and environmental impact are the surface layer and electrical and piped services. The contribution of road infrastructure to the total neighbourhood impact, ranging from 2 to 9 % of the total cost, is relatively limited, compared to buildings, but not negligible in low built density neighbourhoods.

Conclusions

Good spatial planning of the neighbourhood is recommended to reduce the amount of road infrastructure and the related financial and environmental impact. The priority should be to design denser neighbourhood layouts, before decreasing the financial and environmental impact of the road sections.

     

Global characterisation factors to assess land use impacts on biotic production

Purpose

The inclusion of land-use activities in life cycle assessment (LCA) has been subject to much debate in the LCA community. Despite the recent methodological developments in this area, the impacts of land occupation and transformation on its long-term ability to produce biomass (referred to here as biotic production potential [BPP]) — an important endpoint for the Area of Protection (AoP) Natural Resources — have been largely excluded from LCAs partly due to the lack of life cycle impact assessment methods.

Materials and methods

Several possible methods/indicators for BPP associated with biomass, carbon balance, soil erosion, salinisation, energy, soil biota and soil organic matter (SOM) were evaluated. The latter indicator was considered the most appropriate for LCA, and characterisation factors for eight land use types at the climate region level were developed.

Results and discussion

Most of the indicators assessed address land-use impacts satisfactorily for land uses that include biotic production of some kind (agriculture or silviculture). However, some fail to address potentially important land use impacts from other life cycle stages, such as those arising from transport. It is shown that the change in soil organic carbon (SOC) can be used as an indicator for impacts on BPP, because SOC relates to a range of soil properties responsible for soil resilience and fertility.

Conclusions

The characterisation factors developed suggest that the proposed approach to characterize land use impacts on BBP, despite its limitations, is both possible and robust. The availability of land-use-specific and biogeographically differentiated data on SOC makes BPP impact assessments operational. The characterisation factors provided allow for the assessment of land-use impacts on BPP, regardless of where they occur thus enabling more complete LCAs of products and services. Existing databases on every country’s terrestrial carbon stocks and land use enable the operability of this method. Furthermore, BPP impacts will be better assessed by this approach as increasingly spatially specific data are available for all geographical regions of the world at a large scale. The characterisation factors developed are applied to the case studies (Part D of this special issue), which show the practical issues related to their implementation.     

Linking land use inventories to biodiversity impact assessment methods

The International Journal of Life Cycle Assessment - There is generally a mismatch in the land use classification of life cycle inventory (LCI) databases and life cycle impact assessment (LCIA)...     

Fast Carbon Footprinting for Large Product Portfolios

Publicly Available Specification 2050‐2011 (PAS 2050), the Green House Gas Product Protocol (GHGPP) standard and forthcoming guideline 14067 from the International Organization for Standardization (ISO) have helped to propel carbon footprinting from a subdiscipline of life cycle assessment (LCA) to the mainstream. However, application of carbon footprinting to large portfolios of many distinct products and services is immensely resource intensive. Even if achieved, it often fails to inform company‐wide carbon reduction strategies because footprint data are disjointed or don't cover the whole portfolio. We introduce a novel approach to generate standard‐compliant product carbon footprints (CFs) for companies with large portfolios at a fraction of previously required time and expertise. The approach was developed and validated on an LCA dataset covering 1,137 individual products from a global packaged consumer goods company. Three novel techniques work in concert in a single approach that enables practitioners to calculate thousands of footprints virtually simultaneously: (i) a uniform data structure enables footprinting all products and services by looping the same algorithm; (ii) concurrent uncertainty analysis guides practitioners to gradually improve the accuracy of only those data that materially impact the results; and (iii) a predictive model generates estimated emission factors (EFs) for materials, thereby eliminating the manual mapping of a product or service's inventory to EF databases. These autogenerated EFs enable non‐LCA experts to calculate approximate CFs and alleviate resource constraints for companies embarking on large‐scale product carbon footprinting. We discuss implementation roadmaps for companies, including further road‐testing required to evaluate the effectiveness of the approach for other product portfolios, limitations, and future improvements of the fast footprinting methodology.     

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.     

Uncertainty and Variability in Product Carbon Footprinting

Recent years have seen increasing interest in life cycle greenhouse gas emissions accounting, also known as carbon footprinting, due to drivers such as transportation fuels policy and climate‐related eco‐labels, sometimes called carbon labels. However, it remains unclear whether applications of greenhouse gas accounting, such as carbon labels, are supportable given the level of precision that is possible with current methodology and data. The goal of this work is to further the understanding of quantitative uncertainty assessment in carbon footprinting through a case study of a rackmount electronic server. Production phase uncertainty was found to be moderate (±15%), though with a high likelihood of being significantly underestimated given the limitations in available data for assessing uncertainty associated with temporal variability and technological specificity. Individual components or subassemblies showed varying levels of uncertainty due to differences in parameter uncertainty (i.e., agreement between data sets) and variability between production or use regions. The use phase displayed a considerably higher uncertainty (±50%) than production due to uncertainty in the useful lifetime of the server, variability in electricity mixes in different market regions, and use profile uncertainty. Overall model uncertainty was found to be ±35% for the whole life cycle, a substantial amount given that the method is already being used to set policy and make comparative environmental product declarations. Future work should continue to combine the increasing volume of available data to ensure consistency and maximize the credibility of the methods of life cycle assessment (LCA) and carbon footprinting. However, for some energy‐using products it may make more sense to increase focus on energy efficiency and use phase emissions reductions rather than attempting to quantify and reduce the uncertainty of the relatively small production phase.     

Life Cycle Assessment of Second Generation Bioethanols Produced From Scandinavian Boreal Forest Resources

The boreal forests of Scandinavia offer a considerable resource base, and use of the resource for the production of less carbon-intensive alternative transport fuel is one strategy being considered in Norway. Here, we quantify the resource potential and investigate the environmental implications of wood-based transportation relative to a fossil reference system for a specific region in Norway. We apply a well-to-wheel life cycle assessment to evaluate four E85 production system designs based on two distinct wood-to-ethanol conversion technologies. We form best and worst case scenarios to assess the sensitivity of impact results through the adjustment of key parameters, such as biomass-to-ethanol conversion efficiency and upstream biomass transport distance. Depending on the system design, global warming emission reductions of 46% to 68% per-MJ-gasoline avoided can be realized in the region, along with reductions in most of the other environmental impact categories considered. We find that the region's surplus forest-bioenergy resources are vast; use for the production of bioethanol today would have resulted in the displacement of 55% to 68% of the region's gasoline-based global warming emission—or 6% to 8% of Norway's total global warming emissions associated with road transportation.     

Fractal dimensions of metropolitan area road networks and the impacts on the urban built environment

The fractal dimension of road networks emerges as a measure of the complexity of road transport infrastructures. In this study, we measured fractal dimensions of both the geometric form (i.e., the layout of the roads) and structure hierarchy (i.e., the connections among roads) of the major road networks in the largest 95 U.S. metro areas. We explained the causes of the variances in these fractal dimensions, especially the one for structure hierarchy. Further, we hypothesized the impacts of these fractal dimensions on the urban built environment and validated our hypotheses using path analysis. We found that a larger geometric fractal dimension (D_g) shows a more uniform distribution of roads over the metro area, which provides the accessibility to suburban areas and incentives to low-density development. A larger structural fractal dimension (D_s) indicates the highly-connected roads (e.g., highways) tend to join to other highly-connected roads so that most roads can be reached by a small number of neighboring roads (i.e., the small-world phenomenon). As D_s increases and the small-world effect become more significant, daily vehicle miles traveled per capita (DVMT/Cap) decline. However, D_s should be kept low in order to reduce the DVMT/Cap as population size increases. We consider that the low D_s can contribute to more mixed, polycentric and more uniform on an urban area-wide basis. Overall, higher D_g and D_s of the major road network in a metro area leads to higher per capita carbon emissions of transport, and lower quality of life as population increases. In the end, we conclude that fractal dimensions can provide valuable insight into the nature of the transportation land use nexus.     

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.     

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.

     

Is land use impact assessment in LCA applicable for forest biomass value chains? Findings from comparison of use of Scandinavian wood,agro-biomass and peat for energy

Purpose

A framework for the inclusion of land use impact assessment and a set of land use impact indicators has been recently proposed for life cycle assessment (LCA) and no case studies are available for forest biomass. The proposed methodology is tested for Scandinavian managed forestry; a comparative case study is made for energy from wood, agro-biomass and peat; and sensitivity to forest management options is analysed.

Methods

The functional unit of this comparative case study is 1 GJ of energy in solid fuels. The land use impact assessment framework of the United Nations Environment Programme and the Society of Environmental Toxicology and Chemistry (UNEP-SETAC) is followed and its application for wood biomass is critically analysed. Applied midpoint indicators include ecological footprint and human appropriation of net primary production, global warming potential indicator for biomass (GWP_bio-100) and impact indicators proposed by UNEP-SETAC on ecosystem services and biodiversity. Options for forest biomass land inventory modelling are discussed. The system boundary covers only the biomass acquisition phase. Management scenarios are formulated for forest and barley biomass, and a sensitivity analysis focuses on impacts of land transformations for agro-biomass.

Results and discussion

Meaningful differences were found in between solid biofuels from distinct land use classes. The impact indicator results were sensitive to land occupation and transformation and differed significantly from inventory results. Current impact assessment method is not sensitive to land management scenarios because the published characterisation factors are still too coarse and indicate differences only between land use types. All indicators on ecosystem services and biodiversity were sensitive to the assumptions related with land transformation. The land occupation (m²a) approach in inventory was found challenging for Scandinavian wood, due to long rotation periods and variable intensities of harvests. Some suggestions of UNEP-SETAC were challenged for the sake of practicality and relevance for decision support.

Conclusions

Land use impact assessment framework for LCA and life cycle impact assessment (LCIA) indicators could be applied in a comparison of solid bioenergy sources. Although forest bioenergy has higher land occupation than agro-bioenergy, LCIA indicator results are of similar magnitude or even lower for forest bioenergy. Previous literature indicates that environmental impacts of land use are significant, but it remains questionable if these are captured with satisfactory reliability with the applied LCA methodology, especially for forest biomass. Short and long time perspectives of land use impacts should be studied in LCA with characterisation factors for all relevant timeframes, not only 500 years, with a forward-looking perspective. Characterisation factors need to be modelled further for different (forest) land management intensities and for peat excavation.     

Methodological Challenges in Volumetric and Impact‐Oriented Water Footprints

This work identifies shortcomings in water footprinting and discusses whether the water footprint should be a volumetric or impact‐oriented index. A key challenge is the current definition of water consumption according to which evaporated water is regarded as lost for the originating watershed per se. Continental evaporation recycling rates of up to 100% within short time and length scales show that this definition is not generally valid. Also, the inclusion of land use effects on the hydrological balance is questionable, as land transformation often leads to higher water availability due to locally increased runoff. Unless potentially negative consequences, such as flooding or waterlogging, and adverse effects on the global water cycle are considered, water credits from land transformation seem unjustified. Most impact assessment methods use ratios of annual withdrawal or consumption to renewability rates to denote local water scarcity. As these ratios are influenced by two metrics—withdrawal and availability—arid regions can be regarded as uncritical if only small fractions of the limited renewable supplies are used. Besides neglecting sensitivities to additional water uses, such indicators consider neither ground nor surface water stocks, which can buffer water shortages temporally. Authors favoring volumetric indicators claim that global freshwater appropriation is more important than local impacts, easier to determine, and less error prone than putting complex ecological interaction into mathematical models. As shown in an example, volumetric water footprints can be misleading without additional interpretation because numerically smaller footprints can cause higher impacts.     

Review: life cycle assessments in Nigeria,Ghana, and Ivory Coast

Purpose

Life cycle assessments (LCAs) are considered common quantitative environmental techniques to analyze the environmental impact of products and/or services throughout their entire life cycle. A few LCA studies have been conducted in West Africa. This study aimed to discuss the availability of LCA (and similar) studies in Nigeria, Ghana, and Ivory Coast.

Methods

An online literature review of reports published between 2000 and 2016 was conducted using the following keywords: “life cycle assessment,” “carbon footprinting,” “water footprinting,” “environmental impact,” “Nigeria,” “Ghana” and “Ivory Coast.”

Results and discussion

A total of 31 LCA and environmental studies in Nigeria, Ghana, and Ivory Coast were found; all but one were conducted after 2008. These were mainly academic and most were publicly available. The industries studied included energy sector, waste management, real estate, food sector, and others such as timber and gold. The minimal number of studies on LCAs and environmental impacts in these West African states could be because companies are failing to promote quantitative environmental studies or studies are kept internally for the use of other assessment techniques. Furthermore, it could be that academic research institutions lack cutting-edge research resources for LCA, environmental impact, carbon, and water footprinting studies.

Conclusions

Further quantitative environmental studies should be conducted in Nigeria, Ghana, and Ivory Coast to increase the understanding of environmental impacts. In these countries, the existence of LCA studies (and by association the localized life cycle inventory (LCI) datasets) is crucial as more companies request this information to feed into background processes.