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Nonpotable water reuse (NPR) is one option for conserving valuable freshwater resources. Decentralization can improve distribution system efficiency by locating treatment closer to the consumer; however, small treatment systems may have higher unit energy and greenhouse-gas (GHG) emissions. This research explored the trade-off between residential NPR systems using a life-cycle approach to analyze the energy use and GHG emissions. Decentralized and centralized NPR options are compared to identify where decentralized systems achieve environmental advantages over centralized reuse alternatives, and vice versa, over a range of scales and spatial and demographic conditions. For high-elevation areas far from the centralized treatment plant, decentralized NPR could lower energy use by 29% and GHG emissions by 28%, but in low-elevation areas close to the centralized treatment plant, decentralized reuse could be higher by up to 85% (energy) and 49% (GHG emissions) for the scales assessed (20-2000 m3/day). Direct GHG emissions from the treatment processes were found to be highly uncertain and variable and were not included in the analysis. The framework presented can be used as a planning support tool to reveal the environmental impacts of integrating decentralized NPR with existing centralized wastewater infrastructure and can be adapted to evaluate different treatment technology scales for reuse. [ABSTRACT FROM AUTHOR]

Reductions in the greenhouse gas (GHG) intensity of passenger and freight transportation are possible through adoption of fuel-saving technologies, demand switching between modes, and large-scale electrification of fleets, in addition to other actions. In this study, future scenarios to 2030 and 2050 are the basis for assessment of GHG reduction potentials for major passenger and freight modes (automobiles, buses, trains, aircraft, and oceangoing vessels) across eight regions of the world. New fuel-saving technologies can significantly reduce the life-cycle GHG footprint of both passenger and freight vehicles, but not uniformly worldwide. Countries outside of the Organization for Economic Cooperation and Development (OECD) lag behind OECD countries in GHG reduction potentials for all modes but oceangoing vessels owing to a combination of slower adoption of fuel-saving technologies and a slower decarbonization of electricity generation and other processes. The reduction of GHG intensity will occur more slowly for freight modes than for passenger modes. However, improved fuel efficiency has negative feedbacks to the effectiveness of mode-switching and alternative fuel adoption policies through 2050 because improvements in the fuel efficiency of vehicles alone may cause the marginal benefits of GHG abatement policies to diminish over time. This trend may be reversed if alternative fuel pathways decarbonize at faster rates than conventional transportation fuels. The largest opportunities for GHG reductions occur in non-OECD countries. Given the many factors that distinguish transportation systems between developed and developing nations (e.g., availability of new technologies, the financial ability to acquire them, and policies to incentivize their adoption), many benefits could be gained through interregional cooperation. [ABSTRACT FROM AUTHOR]

The freight infrastructure network (e.g., roads, railways, waterways, etc.) is the backbone of nearly all trade partnerships in the United States and abroad. The manner in which the individual portions of its constituent parts are interrelated or arranged plays an important role for determining the environmental footprint of goods moved within the network. Herein, we compare the spatial distribution of potential consumer-producer exchanges (i.e., accessibility) under varying greenhouse gas (GHG) budgets or preferences for minimal transportation-related GHG emissions. We conduct case studies using two freight modes (truck and intermodal rail) for two representative commodities: meat/seafood and paper articles. Results across all counties in the United States indicate that the geographic area in which trade is possible, given a GHG budget, varies by transportation mode, location, and commodity. Our results suggest that intermodal terminal availability is an important determinant of low-GHG accessibility. Since only a fraction of road-to-rail terminals accommodate meat/seafood (4.9%) and paper (0.7%), the United States could increase its expected GHG savings associated with truck-to-rail mode-switching policies by 70% (+20 kg CO2,e/ton for meat/seafood) and 310% (+30 kg CO2,e/ton for paper) by upgrading current terminals to allow the exchange of all types of goods. [ABSTRACT FROM AUTHOR]

The life-cycle output (e.g., level of service) of infrastructure systems heavily influences their normalized environmental footprint. Many studies and tools calculate emission factors based on average productivity; however, the performance of these systems varies over time and space. We evaluate the appropriate use of emission factors based on average levels of service by comparing them to those reflecting a distribution of system outputs. For the provision of truck and bus services where fuel economy is assumed constant over levels of service, emission factor estimation biases, described by Jensen's inequality, always result in larger-than-expected environmental impacts (3%-400%) and depend strongly on the variability and skew of truck payloads and bus ridership. Well-to-wheel greenhouse gas emission factors for diesel trucks in California range from 87 to 1,500 g of CO2 equivalents per ton-km, depending on the size and type of trucks and the services performed. Along a bus route in San Francisco, well-to-wheel emission factors ranged between 53 and 940 g of CO2 equivalents per passenger-km. The use of biased emission factors can have profound effects on various policy decisions. If average emission rates must be used, reflecting a distribution of productivity can reduce emission factor biases. [ABSTRACT FROM AUTHOR]

In recent years, cities in some water stressed regions have explored alternative water sources such as seawater desalination and potable water recycling in spite of concerns over increasing energy consumption. In this study, we evaluate the current and future life-cycle energy impacts of four alternative water supply strategies introduced during a decade-long drought in South East Queensland (SEQ), Australia. These strategies were: seawater desalination, indirect potable water recycling, network integration, and rainwater tanks. Our work highlights the energy burden of alternative water supply strategies which added approximately 24% life-cycle energy use to the existing supply system (with surface water sources) in SEQ even for a current post-drought low utilisation status. Over half of this additional life-cycle energy use was from the centralised alternative supply strategies. Rainwater tanks contributed an estimated 3% to regional water supply, but added over 10% life-cycle energy use to the existing system. In the future scenario analysis, we compare the life-cycle energy use between “Normal”, “Dry”, “High water demand” and “Design capacity” scenarios. In the “Normal” scenario, a long-term low utilisation of the desalination system and the water recycling system has greatly reduced the energy burden of these centralised strategies to only 13%. In contrast, higher utilisation in the unlikely “Dry” and “Design capacity” scenarios add 86% and 140% to life-cycle energy use of the existing system respectively. In the “High water demand” scenario, a 20% increase in per capita water use over 20 years “consumes” more energy than is used by the four alternative strategies in the “Normal” scenario. This research provides insight for developing more realistic long-term scenarios to evaluate and compare life-cycle energy impacts of drought-adaptation infrastructure and regional decentralised water sources. Scenario building for life-cycle assessments of water supply systems should consider i) climate variability and, therefore, infrastructure utilisation rate, ii) potential under-utilisation for both installed centralised and decentralised sources, and iii) the potential energy penalty for operating infrastructure well below its design capacity (e.g., the operational energy intensity of the desalination system is three times higher at low utilisation rates). This study illustrates that evaluating the life-cycle energy use and intensity of these type of supply sources without considering their realistic long-term operating scenario(s) can potentially distort and overemphasise their energy implications. To other water stressed regions, this work shows that managing long-term water demand is also important, in addition to acknowledging the energy-intensive nature of some alternative water sources. [ABSTRACT FROM AUTHOR]

Nitrogen standards for discharge of wastewater effluent into aquatic bodies are becoming more stringent, requiring some treatment plants to reduce effluent nitrogen concentrations. This study aimed to assess, from a life-cycle perspective, an innovative decentralized approach to nitrogen recovery: ion exchange of source-separated urine. We modeled an approach in which nitrogen from urine at individual buildings is sorbed onto resins, then transported by truck to regeneration and fertilizer production facilities. To provide insight into impacts from transportation, we enhanced the traditional economic and environmental assessment approach by combining spatial analysis, system-scale evaluation, and detailed last-mile logistics modeling using the city of San Francisco as an illustrative case study. The major contributor to energy intensity and greenhouse gas (GHG) emissions was the production of sulfuric acid to regenerate resins, rather than transportation. Energy and GHG emissions were not significantly sensitive to the number of regeneration facilities. Cost, however, increased with decentralization as rental costs per unit area are higher for smaller areas. The metrics assessed (unit energy, GHG emissions, and cost) were not significantly influenced by facility location in this high-density urban area. We determined that this decentralized approach has lower cost, unit energy, and GHG emissions than centralized nitrogen management via nitrification-denitri&cation if fertilizer production offsets are taken into account. [ABSTRACT FROM AUTHOR]

Public transit systems with high occupancy can reduce greenhouse gas (GHG) emissions relative to low-occupancy transportation modes, but current transit systems have not been designed to reduce environmental impacts. This motivates the study of the benefits of design and operational approaches for reducing the environmental impacts of transit systems. For example, transit agencies may replace level-of-service (LOS) by vehicle miles traveled (VMT) as a criterion in evaluating design and operational changes. In previous work, we explored the unintended consequences of lowering transit LOS on emissions in a single-technology transit system. Herein, we extend the analysis to account for a more realistic case: a transit system with a hierarchical structure (trunk and feeder lines) providing service to a city where demand is elastic. By considering the interactions between the trunk and the feeder systems, we provide a quantitative basis for designing and operating integrated urban transit systems that can reduce GHG emissions and societal costs. We find that highly elastic transit demand may cancel emission reduction potentials resulting from lowering LOS, due to demand shifts to lower occupancy vehicles. However, for mass transit modes, these potentials are still significant. Transit networks with buses, bus rapid transit or light rail as trunk modes should be designed and operated near the cost-optimal point when the demand is highly elastic, while this is not required for metro. We find that the potential for unintended consequences increases with the size of the city. Our results are robust to uncertainties in the costs and emissions parameters. [ABSTRACT FROM AUTHOR]

Manufacturing accounts for 37% of the global energy demand. Few researchers have conducted a holistic energy assessment of factories where energy beyond production equipment is accounted for, and environmental impact assessments of machine tool manufacturing are even more limited. All the while, factories need to understand where energy is used, how to allocate it to their products, and where savings lie. This paper quantifies the energy consumption and greenhouse gas emissions of a machine tool manufacturer located in Iga, Japan. Six plants within the factory are investigated whose primary operations range from precision machining to product assembly. Furthermore, a model of the energy consumption of each plant's HVAC system is developed and used to evaluate the environmental impacts and operating costs at alternative sites in China, Germany, and the US. Location was found to have a significant influence on the environmental impacts and resulted in changes in the annual energy consumption relative to the Iga baseline that ranged from −10% to 8%. Additionally, opportunities for improvement were identified by comparing the energy intensities of the equipment within the plants to industrial averages. Since the plants in this study use widespread manufacturing processes and varied climates were investigated, the methods and strategies that were developed can be extended to other discrete manufacturing facilities to identify opportunities for cleaner production. [ABSTRACT FROM AUTHOR]

The water-energy nexus is of growing interest for researchers and policy makers because the two critical resources are - interdependent. Their provision and consumption contribute to climate change through the release of greenhouse gases (GHGs). This research considers the potential for conserving both energy and water resources by 5 measuring the life-cycle economic efficiency of greenhouse gas reductions through the water loss control technologies of pressure management and leak management. These costs are compared to other GHG abatement " technologies: lighting, building insulation, electricity generation, and g passenger transportation. Each cost is calculated using a bottom-up approach where regional and temporal variations for three different California water utilities are applied to all alternatives. The costs and abatement potential for each technology are displayed on an environmental abatement cost curve. The results reveal that water loss control can reduce GHGs at lower cost than other technologies and well below California's expected carbon trading price floor. One utility with an energy-intensive water supply could abate 135,000 Mg of GHGs between 2014 and 2035 and save-rather than spend-more than $130/Mg using the water loss control strategies evaluated. Water loss control technologies therefore should be considered in GHG abatement portfolios for utilities and policy makers. [ABSTRACT FROM AUTHOR]

Abstract: Concrete is one of the most widely used building materials with a global consumption rate approaching 25gigatonnes per year. Consequentially, its environmental burden is significant in terms of resource use and environmental emissions. There is a diverse audience of decision makers and manufacturers who are interested in understanding and lowering the environmental impact of concrete and other buildings materials, which requires a life-cycle assessment (LCA) approach. A critical first step in any LCA is the compilation of a credible life-cycle inventory (LCI), upon which subsequent life-cycle impact assessment (LCIA) can be based. This article reviews the strengths and weaknesses of concrete LCIs to date, and offers a research roadmap to improve the quality of future cement and concrete LCIs and meet the needs of major LCA users. [Copyright &y& Elsevier]

There is increasing interest in evaluating the environmental performance of urban agriculture (UA), primarily using life cycle assessment (LCA). However, LCA has been applied to UA inconsistently, making it difficult to confidently compare or draw conclusions from existing studies. This article outlines the key challenges of applying LCA to UA and recommends concrete steps to bring consistency and comprehensiveness to the topic. The research questions that LCA can address are framed before providing practical recommendations for performing LCAs of UA, considering several of its unique aspects that require special attention by practitioners. These include crop diversity, data availability, modeling compost, soil carbon sequestration, producing growing media, distribution of crops, and variability and uncertainty. Next, the article proposes future research areas that will benefit LCA generally and its application to UA, such as framing UA as urban green infrastructure, evaluating at the city scale, accounting for ecosystem services, and including social dimensions of UA. By following these recommendations, future LCAs of UA can be more consistent, comparable, and holistic, and will help build knowledge and inform policy-making and practices around UA. [Display omitted] • Life cycle assessment can address key societal issues relevant to urban agriculture. • Its application to urban agriculture raises multiple and unique challenges. • Handling of composts, crop distribution and growing media create large uncertainties. • Practical recommendations were derived to improve the reliability of LCAs. • Accounting for ecosystem services and social dimensions should be prioritized. [ABSTRACT FROM AUTHOR]

Abstract This paper, which is a contribution to the UNEP series on Eco-Efficient Cements, examines the role of material-based solutions to reducing CO 2 emissions from cement production considering factors that could influence implementation. Global urbanization has led to an increase in demand for cement and cement-based materials. With its growth in consumption, the associated CO 2 emissions from its production are raising concern. However, the role of mitigation strategies in a global context that account for regional material availability and degree of market adoption have yet to be considered. This work shows that the 2 °C scenario targets for 2050 can be met through increased use of calcined clay and engineered filler with dispersants. The introduction of new Portland clinker-based cement alternatives, use of alkali-activated materials, and improvement of efficiency of cement use could further contribute to reduction goals. There are currently-available technologies for reduction that could be rapidly implemented. [ABSTRACT FROM AUTHOR]

Public transit systems with efficient designs and operating plans can reduce both total costs and greenhouse gas (GHG) emissions. Total costs are a sum of user cost and agency cost. In previous work, we explored in various hypothetical city scenarios possible tradeoffs between GHG emissions and total costs for optimally designed transit systems. However, most current transit systems were not designed to minimize total costs. This study aims at finding the potential emission impact when optimizing the total costs of such a system, the MUNI bus network for the city of San Francisco. The continuum approximation (CA) method is used to obtain a stylized representation of the network. Total costs and emissions are derived as functions of system attributes such as headways and spacing. We analyze the optimal total costs and emissions and the corresponding attributes. Our result shows that a significant reduction in GHG emissions is achieved when total costs are reduced simultaneously. The cost-optimal MUNI bus system has a total cost of 0.15 billion $/year and emits 1 680 metric tons of greenhouse gases. These figures amount to about half of the cost and a third of the emissions in the current MUNI bus system. The optimal system has a lower spatial availability but a higher temporal availability of bus service than the current system, which highlights the potential benefits of providing more frequent express bus services. [ABSTRACT FROM AUTHOR]

In this research, formulae for predicting compressive strength and global warming potential (GWP) per cubic meter of concrete are proposed. These equations allow for prediction of properties based on the water-to-binder ratio for concrete mixtures containing cement as the only binder, as well as for concretes containing Class F fly ash (FA) and ground granulated blast furnace slag (GGBS) as partial cement replacement. To meet multi-criteria demands of mechanical properties and lower GWP, a method for obtaining the optimal water-to-binder ratio, for given replacement level, is presented. In this research, optimization is based on a direct ratio of GWP to compressive strength, but the methodology has the potential to be extended to other environmental impact categories and material property relationships. For the classes of concrete examined, the analyses showed that high levels of cement replacement with GGBS may provide the best, hence resulting in the lowest, ratio of GWP to compressive strength for the mixtures examined. Additionally for the classes of concrete examined, the results showed that optimal water-to-binder ratios for the best ratio of GWP to compressive strength occurred at relatively high strengths (∼50–70 MPa). Yet, the majority of concrete used in countries such as the U.S. is lower strength concrete (<∼35 MPa). For the mixtures examined, it was shown that the concrete mixtures of low compressive strength (i.e., high water-to-binder ratios) containing only cement as the binder provided a lower ratio of GWP to compressive strength than some of the mixtures containing large quantities of replacement binder suggesting replacement of cement as a binder may not always be the most sustainable solution for low strength concretes. [ABSTRACT FROM AUTHOR]

As awareness and concern for greenhouse gas emissions grow, methods for reducing a significant industrial emission source, the production of cement for use in concrete, have been appearing. Assessments of these methods typically do not take into account the influence of material properties and environmental impacts concurrently. When both are considered, rarely are properties considered other than concrete strength. In this research, methods for assessing environmental impacts with mechanical properties concurrently for design of non-reinforced concrete are presented. Tools for assessing environmental impacts based on the volume of material needed as defined by several material properties and design parameters, such as required moment of inertia and cross-sectional area, are investigated. The indices for comparison developed in this research are applied to a database containing 190 concrete mixtures with varying constituents both with and without Supplementary Cementitious Materials (SCMs). For the mixtures and comparison indices examined, concrete mixtures containing SCMs consistently offered the best combination of associated global warming potential (GWP) and material properties. However, for several cases, it was shown that the use of Portland cement as the sole binder could provide comparable indices of GWP and material properties to concrete mixtures containing replacement binder. [ABSTRACT FROM AUTHOR]

The formation of effective policies to reduce emissions from goods movement should consider local and remote life cycle effects as well as barriers for mode shifting. Using uni- and multimodal freight movements by truck, rail, and ocean-going vessel (OGV) associated with California, a life cycle assessment (LCA) is developed to estimate the local and remote emissions that occur from freight activity inside and associated with the state. Long-run average per tonne-kilometer results show that OGVs emit the fewest emissions, followed by rail, then trucks, and that the inclusion of life cycle processes can increase impacts by up to 32% for energy and greenhouse gas (GHG) emissions and 4,200% for conventional air pollutants. Efforts to reduce emissions through mode shifting should recognize that infrastructure and market configurations may be inimical to mode substitution. A uni- and multimodal shipping emissions assessment is developed for intrastate and California-associated freight movements to illustrate the life cycle impacts of typical trips for certain types of goods. When targeting GHG reductions in California, it should be recognized that heavy-duty trucks are responsible for 99% of intrastate goods movement emissions. An assessment of future freight truck technology improvements is performed to estimate the effectiveness of strategies to meet 2050 GHG reduction goals. Whereas aggressive improvements in fuel economy coupled with alternative vehicles and fuels can significantly reduce GHG emissions, to meet 2050 goals will likely require zero carbon emission vehicle technology. The value of using LCA in GHG reduction policy for transportation systems is explored. [ABSTRACT FROM AUTHOR]

Treatment and water reuse in decentralized systems is envisioned to play a greater role in our future urban water infrastructure due to growing populations and uncertainty in quality and quantity of traditional water resources. In this study, we utilized life-cycle assessment (LCA) to analyze the energy consumption and greenhouse gas (GHG) emissions of an operating Living Machine (LM) wetland treatment system that recycles wastewater in an office building. The study also assessed the performance of the local utility's centralized wastewater treatment plant, which was found to be significantly more efficient than the LM (79% less energy, 98% less GHG emissions per volume treated). To create a functionally equivalent comparison, the study developed a hypothetical scenario in which the same LM design flow is recycled via centralized infrastructure. This comparison revealed that the current LM has energy consumption advantages (8% less), and a theoretically improved LM design could have GHG advantages (24% less) over the centralized reuse system. The methodology in this study can be applied to other case studies and scenarios to identify conditions under which decentralized water reuse can lower GHG emissions and energy use compared to centralized water reuse when selecting alternative approaches to meet growing water demands. [ABSTRACT FROM AUTHOR]

This paper reports the composition and properties of highly flowable self-consolidating concrete (SCC) mixtures made of high proportions of cement replacement materials such as fly ash and pulverized limestone instead of high dosage of a plasticizing agent or viscosity-modifying chemical admixtures. Self-consolidating concrete mixtures are being increasingly used for the construction of highly reinforced complex concrete elements and for massive concrete structures such as dams and thick foundation. In this study, by varying the proportion of portland cement (OPC), Class F-fly ash (F), and limestone powder (L), SCC mixtures with different strength values were produced, and the properties of both fresh and hardened concrete were determined. For a comprehensive analysis and quantification of emissions and global warming potential (GWP) from concrete production, life-cycle assessment (LCA) was employed. We find that high volume, up to 55% by weight replacement of OPC with F, or F and L produces highly workable concrete that has high 28-day and 365-day strength, and extremely high to very high resistance to chloride penetration along with low GWP for concrete production. [ABSTRACT FROM AUTHOR]

Cellulosic ethanol can achieve estimated greenhouse gas (GHG) emission reductions greater than 80% relative to gasoline, largely as a result of the combustion of lignin for process heat and electricity in biorefineries. Most studies assume lignin is combusted onsite, but exporting lignin to be cofired at coal power plants has the potential to substantially reduce biorefinery capital costs. We assess the life-cycle GHG emissions, water use, and capital costs associated with four representative biorefinery test cases. Each case is evaluated in the context of a U.S. national scenario in which corn stover, wheat straw, and Miscanthus are converted to 1.4 EJ (60 billion liters) of ethanol annually. Life-cycle GHG emissions range from 4.7 to 61 g CO2e/MJ of ethanol (compared with ∼95 g CO2e/MJ of gasoline), depending on biorefinery configurations and marginal electricity sources. Exporting lignin can achieve GHG emission reductions comparable to onsite combustion in some cases, reduce life-cycle water consumption by up to 40%, and reduce combined heat and power-related capital costs by up to 63%. However, nearly 50% of current U.S. coal-fired power generating capacity is expected to be retired by 2050, which will limit the capacity for lignin cofiring and may double transportation distances between biorefineries and coal power plants. [ABSTRACT FROM AUTHOR]