Purpose The environmental assessment of urban mobility, defined as the movement of people in an urban area, exceeds the scope of transportation life cycle assessment (LCA) with spatial, territorial and even social considerations. The objective of this study is to develop an original interdisciplinary method based on LCA coupled with a land use and transport interaction (LUTI) model to better consider spatial and territorial dimensions in an environmental assessment of urban mobility. Methods Spatial and territorial issues emerge in all LCA stages for urban mobility, and this study illustrates them with an application on the Lyon urban area. To consider most individual daily trips, the geographical boundary is related to the area of influence of the city and the functional boundary includes all transportation modes, with motorized, public and non-motorized transports. The life cycle inventories (LCIs) combined EcoInvent 3.2 inventories with a specific LUTI model, named SIMBAD, local mobility surveys and an emissions and consumptions model (COPERT5). These refinements allow a spatial environmental impacts assessment of urban mobility, expressed per inhabitant per day, at different residential locations and open opportunities to develop precise assessment methods for local air pollutants with detailed description on both population and pollution concentrations. Results and discussion At territorial scale, this study highlights the major contribution to environmental impacts from private cars (around 90%) and the relevance to consider fuel, vehicle, and infrastructure life cycles in a mobility assessment. Spatial interpretations show important variability in function of residential locations and urban form characteristics related to different mobility behaviours, distance travelled and transport technologies used. Through the proposed assessment method for local air pollution impacts on human health, hotspots are revealed in the urban area, especially in the urban centre or along main road axes. In order to test our methodology and open discussions on mobility solutions, two contrasted scenarios are explored on compact city and vehicle electrification both presenting impact transfers between global indicators or with the air pollution exposure indicator. Conclusions Urban mobility and its related environmental burden are not only related to technological choices but are also related to spatial characteristics and territorial context. The combination of urban and spatial tools and data, such as LUTI model, with the LCA methodology improves the local representativeness of environmental assessment of mobility and enlarges the ranges of analysis and perspective. Nonetheless, improvements remain to be made in relation to ongoing developments on spatialized and territorial LCA.

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应用于城市交通的生命周期评估的空间和领土发展——法国里昂地区的案例研究

目的 城市交通环境评估，定义为城市区域内人员的移动，超出了交通生命周期评估（LCA）的范围，具有空间、地域甚至社会方面的考虑。本研究的目的是开发一种基于 LCA 的原始跨学科方法，并结合土地使用和运输相互作用 (LUTI) 模型，以便在城市流动性环境评估中更好地考虑空间和领土维度。方法 空间和领土问题出现在城市交通的所有 LCA 阶段，本研究通过在里昂市区的应用来说明它们。考虑到大多数个人日常出行，地理边界与城市的影响范围有关，功能边界包括所有交通方式，包括机动、公共交通和非机动交通。生命周期清单 (LCIs) 将 EcoInvent 3.2 清单与名为 SIMBAD 的特定 LUTI 模型、本地流动性调查以及排放和消耗模型 (COPERT5) 相结合。这些改进允许对城市流动性的空间环境影响评估，以每个居民每天在不同的居住地点表示，并为开发精确的当地空气污染物评估方法提供了机会，并详细描述了人口和污染浓度。结果和讨论 在地域范围内，本研究强调了私家车对环境影响的主要贡献（约 90%）以及在移动性评估中考虑燃料、车辆和基础设施生命周期的相关性。空间解释表明，住宅区的功能和城市形态特征与不同的移动行为、旅行距离和所使用的交通技术相关的重要可变性。通过拟议的局部空气污染对人类健康影响的评估方法，可以揭示城市地区的热点，尤其是在城市中心或主要道路轴线沿线。为了测试我们的方法论和关于移动解决方案的公开讨论，我们在紧凑型城市和车辆电气化方面探索了两种对比情景，这两种情景都呈现了全球指标或空气污染暴露指标之间的影响转移。结论 城市流动性及其相关的环境负担不仅与技术选择有关，还与空间特征和地域背景有关。LUTI模型等城市空间工具和数据与LCA方法的结合，提高了流动性环境评估的局部代表性，扩大了分析和视角的范围。尽管如此，在空间化和领土 LCA 的持续发展方面仍有待改进。