Anne de Bortoli

@article{Wu2025,

title = {A review of current state-of-the-art road vehicle life cycle assessment tools},

author = {Susie Ruqun Wu and Anne de Bortoli and Cécile Bulle},

doi = {10.1016/j.jclepro.2025.146278},

issn = {09596526},

year  = {2025},

date = {2025-01-01},

urldate = {2025-01-01},

journal = {Journal of Cleaner Production},

volume = {522},

publisher = {Elsevier Ltd},

abstract = {With the increasing availability of vehicle Life Cycle Assessment (LCA) tools, practitioners need a clear understanding of each tools' modeling methodology to select the one best fitting their needs to reach robust conclusions on whether and how a reduction of certain environmental burdens could be realized from advanced technologies, such as electric vehicles. We reviewed five free open-source LCA tools evaluating four wheeled vehicles, namely, GREET (2022 rev1), AFLEET (2023), carculator (v1.8.4), GHGenius (v5.02), and EV Footprint (2023). We conducted the review through 1) deciphering the LCA methodology of each tool, 2) benchmarking key inventory data to understand where and why tool-derived discrepancies could happen, and 3) developing a framework for assessing tools' adaptability and suitability to aid practitioners in choosing and customizing tools as needed. The results showed that each tool is developed with different scopes, adopting different model mechanism, sourcing different background data and characterizing different impact categories. At inventory stage, data on fuel feedstock, electricity mix, battery chemistry are sourced and aggregated differently, and different types of on-road emissions are reported. The life cycle impact assessment implementation does not significantly contribute to discrepancies where carbon footprint is the only commonly reported impact indicator across tools. Using the newly proposed framework, we found carculator to have the highest adaptability, followed closely by GREET. The framework proposes aligning user needs with each tool's goals and scope to determine final suitability scores. We finally identified key input parameters for each tool, with examples of parameter customization provided.},

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}

@article{deBortoli2025,

title = {More rationality and inclusivity are imperative in reference transition scenarios based on IAMs and shared socioeconomic pathways - recommendations for prospective LCA},

author = {Anne de Bortoli and Alexis Chanel and Camille Chabas and Titouan Greffe and Estelle Louineau},

doi = {10.1016/j.rser.2025.115924},

issn = {18790690},

year  = {2025},

date = {2025-01-01},

urldate = {2025-01-01},

journal = {Renewable and Sustainable Energy Reviews},

volume = {222},

publisher = {Elsevier Ltd},

abstract = {Prospective life cycle assessment (pLCA) is a key tool for evaluating future environmental impacts and supporting environmental policies. Recent pLCA methods integrate technological projections from transition scenarios modeled with integrated assessment models (IAMs), leveraging the shared socioeconomic pathways (SSPs) and representative concentration pathways developed within the framework of the Intergovernmental Panel for Climate Change (IPCC). However, this computational framework is influenced by subjective modeling choices within IAMs and SSPs, which can affect the robustness and relevance of future technological scenarios thus pLCA results. This article starts by highlighting these subjective choices through the lens of Science and Technology Studies, to then provide recommendations to enhance pLCA practices within this computational framework, especially through the selection of more (a) rational and (b) inclusive technological scenarios. The first step toward better practices is recognizing the inherited choices and limitations of borrowed models. Our recommendations then address the selection of future technological scenarios for pLCA: these scenarios could (a.1) account for the whole variability of mainstream transition scenarios from the latest IPCC report and its effect on pLCA results, (a.2) include only screened IPCC mainstream IAM scenarios based on proposed reality check criteria, (b.1) integrate scenarios rooted in alternative economic schools of thought, such as post-Keynesian economics or ecological macroeconomics, explore scenarios based on alternative (b.2) indicators prioritizing strong sustainability, justice, and well-being, and (b.3) societal narratives such as economic downscaling avenues and degrowth. Finally, we emphasize the need to incorporate ethical considerations into modeling, offering recommendations to (b.4) prioritize more equitable scenarios.},

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pubstate = {published},

tppubtype = {article}

}

@article{deBortoli2024,

title = {Environmental life-cycle impacts of bitumen: Systematic review and new Canadian models},

author = {Anne de Bortoli and Olutoyin Rahimy and Annie Levasseur},

doi = {10.1016/j.trd.2024.104439},

issn = {13619209},

year  = {2024},

date = {2024-01-01},

urldate = {2024-01-01},

journal = {Transportation Research Part D: Transport and Environment},

volume = {136},

pages = {104439},

keywords = {},

pubstate = {published},

tppubtype = {article}

}

@article{deBortoli2024b,

title = {Environmental life-cycle impacts of bitumen: Systematic review and new Canadian models},

author = { Anne de Bortoli and Olutoyin Rahimy and Annie Levasseur},

doi = {10.1016/j.trd.2024.104439},

issn = {13619209},

year  = {2024},

date = {2024-01-01},

journal = {Transportation Research Part D: Transport and Environment},

volume = {136},

pages = {104439},

keywords = {},

pubstate = {published},

tppubtype = {article}

}

@article{deBortoli2023,

title = {Planning sustainable carbon neutrality pathways: accounting challenges experienced by organizations and solutions from industrial ecology},

author = {Anne de Bortoli and Anders Bjørn and François Saunier and Manuele Margni},

doi = {10.1007/s11367-023-02147-z},

issn = {0948-3349},

year  = {2023},

date = {2023-01-01},

urldate = {2023-01-01},

journal = {The International Journal of Life Cycle Assessment},

volume = {415},

pages = {137629},

abstract = {Industries struggle to build robust environmental transition plans as they lack the tools to quantify their ecological responsibility over their value chain. Companies mostly turn to sole greenhouse gas (GHG) emissions reporting or time-intensive Life Cycle Assessment (LCA), while Environmentally-Extended Input-Output (EEIO) analysis is more efficient on a wider scale. We illustrate EEIO analysis' usefulness to sketch transition plans on the example of Canada's road industry: estimation of national environmental contributions, most important environmental issues, main potential transition levers of the sector, and metrics prioritization for green purchase plans. To do so, openIO-Canada, a new Canadian EEIO database, coupled with IMPACT World+ v1.30–1.48 characterization method, provides a multicriteria environmental diagnosis of Canada's economy. The construction sector carries the second-highest environmental impacts of Canada (8–31% depending on the indicator) after the manufacturing industry (20–54%). The road industry generates a limited impact (0.5–1.8%), and emits 1.0% of Canadians' GHGs, mainly due to asphalt mix materials (28%), bridges and engineering structures materials (24%), and direct emissions (17%). The industry must reduce the environmental burden from material purchases - mainly concrete and asphalt products - through green purchase plans and eco-design and invest in new machinery powered with cleaner energies such as low-carbon electricity or bioenergies. EEIO analysis also captures impacts often neglected in process-based pavement LCAs - amortization of capital goods, staff consumptions, and services – and shows some substantial impacts advocating for enlarging system boundaries in standard LCA. Yet, pavement construction and maintenance only explain 5% of the life cycle carbon footprint of Canada's road network, against 95% for the roads' usage (72% from vehicle tailpipes releases, 23% for manufacturing vehicles). Thereby, a carbon-neutral pathway for the road industry must first focus on reducing vehicle consumption and wear through better design and maintenance of roads. Finally, EEIO databases and analysis must be developed further as a powerful tool to fight planet degradation, and openIO-Canada must be specifically expanded and refined to allow for more robust and larger multicriteria assessments.},

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pubstate = {published},

tppubtype = {article}

}

@article{deBortoli2023b,

title = {BIM can help decarbonize the construction sector: Primary life cycle evidence from pavement management systems},

author = { Anne de Bortoli and Yacine Baouch and Mustapha Masdan},

doi = {10.1016/j.jclepro.2023.136056},

issn = {09596526},

year  = {2023},

date = {2023-01-01},

journal = {Journal of Cleaner Production},

pages = {136056},

abstract = {Transforming the construction sector is key to reaching net-zero, and many stakeholders expect its decarbonization through digitalization, but no quantified evidence has been brought to date. This article proposes the first environmental quantification of the impact of Building Information Modeling (BIM) in the construction sector. Specifically, the direct and indirect greenhouse gas (GHG) emissions generated by a monofunctional BIM to plan road maintenance – a Pavement Management System (PMS) - are evaluated using field data from France. The related carbon footprints are calculated following a life cycle approach, using different sources of data – including ecoinvent v3.6 – and the IPCC 2013 GWP 100a characterization factors. Three design-build-maintain pavement alternatives are compared: scenario 1 relates to a massive design and surface maintenance, scenario 2 to a progressive design and pre-planned structural maintenance, and scenario 3 to a progressive design and tailored structural maintenance supported by the PMS. First, results show the negligible direct emissions due to the PMS existence – 0.02% of the life cycle emissions of scenario 3's pavement, e.g. 0.52 t CO2eq for 10 km and 30 years. Second, the base case and two complementary sensitivity analyses show that the use of a PMS is climate-positive over the life cycle when pavement subgrade bearing capacity improves over time, neutral for the climate otherwise. The GHG emissions savings using BIM can reach up to 14 and 30% of the life cycle emissions respectively compared to scenario 2 and 1, and resp. 47 and 65% when restraining the scope to maintenance and rehabilitation and excluding original pavement construction. Third, the neutral effect of BIM in case of a deterioration of the bearing capacity of the subgrade may be explained by design practices and safety margins, that could in fact be enhanced using BIM. Fourth, the decarbonization potential of a multifunctional BIM is discussed, and research perspectives are presented.},

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pubstate = {published},

tppubtype = {article}

}

@article{deBortoli2023c,

title = {Environmentally-extended input-output analyses efficiently sketch large-scale environmental transition plans: Illustration by Canada's road industry},

author = { Anne de Bortoli and Maxime Agez},

doi = {10.1016/j.jclepro.2023.136039},

issn = {09596526},

year  = {2023},

date = {2023-01-01},

journal = {Journal of Cleaner Production},

volume = {388},

pages = {136039},

abstract = {Industries struggle to build robust environmental transition plans as they lack the tools to quantify their ecological responsibility over their value chain. Companies mostly turn to sole greenhouse gas (GHG) emissions reporting or time-intensive Life Cycle Assessment (LCA), while Environmentally-Extended Input-Output (EEIO) analysis is more efficient on a wider scale. We illustrate EEIO analysis' usefulness to sketch transition plans on the example of Canada's road industry: estimation of national environmental contributions, most important environmental issues, main potential transition levers of the sector, and metrics prioritization for green purchase plans. To do so, openIO-Canada, a new Canadian EEIO database, coupled with IMPACT World+ v1.30–1.48 characterization method, provides a multicriteria environmental diagnosis of Canada's economy. The construction sector carries the second-highest environmental impacts of Canada (8–31% depending on the indicator) after the manufacturing industry (20–54%). The road industry generates a limited impact (0.5–1.8%), and emits 1.0% of Canadians' GHGs, mainly due to asphalt mix materials (28%), bridges and engineering structures materials (24%), and direct emissions (17%). The industry must reduce the environmental burden from material purchases - mainly concrete and asphalt products - through green purchase plans and eco-design and invest in new machinery powered with cleaner energies such as low-carbon electricity or bioenergies. EEIO analysis also captures impacts often neglected in process-based pavement LCAs - amortization of capital goods, staff consumptions, and services – and shows some substantial impacts advocating for enlarging system boundaries in standard LCA. Yet, pavement construction and maintenance only explain 5% of the life cycle carbon footprint of Canada's road network, against 95% for the roads' usage (72% from vehicle tailpipes releases, 23% for manufacturing vehicles). Thereby, a carbon-neutral pathway for the road industry must first focus on reducing vehicle consumption and wear through better design and maintenance of roads. Finally, EEIO databases and analysis must be developed further as a powerful tool to fight planet degradation, and openIO-Canada must be specifically expanded and refined to allow for more robust and larger multicriteria assessments.},

keywords = {},

pubstate = {published},

tppubtype = {article}

}

@article{deBortoli2023d,

title = {Understanding the environmental impacts of virgin aggregates: Critical literature review and primary comprehensive life cycle assessments},

author = { Anne de Bortoli},

doi = {10.1016/j.jclepro.2023.137629},

issn = {09596526},

year  = {2023},

date = {2023-01-01},

journal = {Journal of Cleaner Production},

volume = {415},

pages = {137629},

keywords = {},

pubstate = {published},

tppubtype = {article}

}

@article{deBortoli2022,

title = {Towards Road Sustainability—Part II: Applied Holistic Assessment and Lessons Learned from French Highway Resurfacing Strategies},

author = {Anne de Bortoli and Adélaïde Féraille and Fabien Leurent},

doi = {10.3390/su14127336},

issn = {2071-1050},

year  = {2022},

date = {2022-01-01},

urldate = {2022-01-01},

journal = {Sustainability},

volume = {14},

issue = {12},

pages = {7336},

abstract = {Roads are major transportation infrastructure whose sustainability of maintenance practices has never been holistically assessed due to a lack of a proper method. This paper applies a newly developed assessment method (see article part I) on a 10-km-long section of French highway to fully compare the performance of various types of pavement resurfacing policies, for all the maintenance stakeholders, and considering pavement–vehicle interaction (PVI). After presenting the highway section and the parametrization of the model, four alternative resurfacing frequencies are compared to the French standard maintenance scenario over the pavement lifespan. Results show that increasing resurfacing frequency generates gains in terms of domestic production and employment, environmental damage (health, biodiversity, resources), user budgets, and local residents’ health damage created by traffic noise. Conversely, it entails financial losses for the road operator and government (tax revenues and net present value), as well as time losses for users. On the contrary, the consequences of a decrease in this frequency are the opposite. Excess fuel consumption due to PVI governs the scale of the environmental and financial gains or losses of highway maintenance policies. Optima in terms of health returns on investment and user savings appear to be around a 50% increase in maintenance funding: for each additional euro spent by the operator, there is a user gain of 3.5 euros and a human health gain of 710 euros. Sensitivity analyses indicate that the marginal gains are highly sensitive to the thickness of the resurfacing technique for macroeconomic indicators, global Net Present Value, and operator savings, while the gains are proportional to the traffic and International Roughness Indicator deterioration speed for tax revenue, users’ savings, time savings, noise, and environmental metrics. The other indicators are either slightly or not sensitive to these parameters. To conclude, the entire road maintenance system must be redesigned, from the tax system and funding schemes to the prioritization of road “green practices”, to align all the stakeholders’ interests towards a globally more sustainable road system.},

keywords = {},

pubstate = {published},

tppubtype = {article}

}

@article{deBortoli2022b,

title = {Towards Road Sustainability—Part II: Applied Holistic Assessment and Lessons Learned from French Highway Resurfacing Strategies},

author = { Anne de Bortoli and Adélaïde Féraille and Fabien Leurent},

doi = {10.3390/su14127336},

issn = {2071-1050},

year  = {2022},

date = {2022-01-01},

journal = {Sustainability},

volume = {14},

issue = {12},

pages = {7336},

abstract = {Roads are major transportation infrastructure whose sustainability of maintenance practices has never been holistically assessed due to a lack of a proper method. This paper applies a newly developed assessment method (see article part I) on a 10-km-long section of French highway to fully compare the performance of various types of pavement resurfacing policies, for all the maintenance stakeholders, and considering pavement–vehicle interaction (PVI). After presenting the highway section and the parametrization of the model, four alternative resurfacing frequencies are compared to the French standard maintenance scenario over the pavement lifespan. Results show that increasing resurfacing frequency generates gains in terms of domestic production and employment, environmental damage (health, biodiversity, resources), user budgets, and local residents’ health damage created by traffic noise. Conversely, it entails financial losses for the road operator and government (tax revenues and net present value), as well as time losses for users. On the contrary, the consequences of a decrease in this frequency are the opposite. Excess fuel consumption due to PVI governs the scale of the environmental and financial gains or losses of highway maintenance policies. Optima in terms of health returns on investment and user savings appear to be around a 50% increase in maintenance funding: for each additional euro spent by the operator, there is a user gain of 3.5 euros and a human health gain of 710 euros. Sensitivity analyses indicate that the marginal gains are highly sensitive to the thickness of the resurfacing technique for macroeconomic indicators, global Net Present Value, and operator savings, while the gains are proportional to the traffic and International Roughness Indicator deterioration speed for tax revenue, users’ savings, time savings, noise, and environmental metrics. The other indicators are either slightly or not sensitive to these parameters. To conclude, the entire road maintenance system must be redesigned, from the tax system and funding schemes to the prioritization of road “green practices”, to align all the stakeholders’ interests towards a globally more sustainable road system.},

keywords = {},

pubstate = {published},

tppubtype = {article}

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@article{Christoforou2021,

title = {Who is using e-scooters and how? Evidence from Paris},

author = {Zoi Christoforou and Anne de Bortoli and Christos Gioldasis and Regine Seidowsky},

doi = {10.1016/j.trd.2021.102708},

issn = {13619209},

year  = {2021},

date = {2021-01-01},

urldate = {2021-01-01},

journal = {Transportation Research Part D: Transport and Environment},

volume = {92},

pages = {102708},

keywords = {},

pubstate = {published},

tppubtype = {article}

}

@article{deBortoli2021,

title = {Environmental performance of shared micromobility and personal alternatives using integrated modal LCA},

author = {Anne de Bortoli},

doi = {10.1016/j.trd.2021.102743},

issn = {13619209},

year  = {2021},

date = {2021-01-01},

urldate = {2021-01-01},

journal = {Transportation Research Part D: Transport and Environment},

volume = {93},

pages = {102743},

keywords = {},

pubstate = {published},

tppubtype = {article}

}

@article{deBortoli2020,

title = {A life cycle model for high-speed rail infrastructure: environmental inventories and assessment of the Tours-Bordeaux railway in France},

author = {Anne de Bortoli and Lina Bouhaya and Adelaide Feraille},

doi = {10.1007/s11367-019-01727-2},

issn = {0948-3349},

year  = {2020},

date = {2020-01-01},

urldate = {2020-01-01},

journal = {The International Journal of Life Cycle Assessment},

volume = {25},

issue = {4},

pages = {814-830},

keywords = {},

pubstate = {published},

tppubtype = {article}

}

@article{deBortoli2020b,

title = {Consequential LCA for territorial and multimodal transportation policies: method and application to the free-floating e-scooter disruption in Paris},

author = { Anne de Bortoli and Zoi Christoforou},

doi = {10.1016/j.jclepro.2020.122898},

issn = {09596526},

year  = {2020},

date = {2020-01-01},

journal = {Journal of Cleaner Production},

volume = {273},

pages = {122898},

keywords = {},

pubstate = {published},

tppubtype = {article}

}