This study assesses the primary drivers of CO2e footprint for three types of water damage resolution methods and identifies relevant focus areas to support a reduced environmental footprint from water damage restoration. To face the global challenge of climate change, mitigation actions need to be taken on a broad level, with the reduction of greenhouse gas emissions from buildings being a key part. Although the number of environmental assessments of buildings is increasing, there is a lack of scientific literature quantifying the CO2e footprint of water damages, which makes it difficult for stakeholders in the industry to make sound decisions in order to combat climate change. In particular, this relates to the various methods that can be applied to resolve water damages. Therefore, this study conducts an attributional life cycle assessment of the CO2e footprint of three actual water damages, resolved using different methods requiring various degrees of material replacement. The study finds that both the total CO2e footprint and its main drivers vary significantly depending on the selected method. It further finds that the choice of method is crucial in order to reduce the CO2e footprint from water damage restoration, more specifically that a higher degree of material reuse, enabled by drying of damaged materials, appears to be preferred where applicable. / Denna studie undersöker de huvudsakliga faktorerna som påverkar det koldioxidavtryck som kan kopplas till tre typer av hanteringsmetoder av vattenskador, samt identifierar relevanta områden att fokusera på för att minska den miljömässiga effekten från vattenskadehantering. Flertalet åtgärder behöver genomföras för att möta utmaningen med klimatförändringar, och att minska växthusgaser kopplade till byggnader är att anse som en viktig del av detta. Trots att antalet miljöstudier relaterade till byggnader ökar är antalet vetenskapliga studier kopplade till CO2e från vattenskador begränsat, vilket gör det svårt för intressenter i industrin att fatta välgrundade beslut. I synnerhet är detta relaterat till de olika metoder som kan användas för att hantera skadorna. Av den anledningen genomför denna studie en livscykelanalys med bokföringsmetodik för att undersöka koldioxidavtrycket från tre faktiska vattenskador. Dessa har åtgärdats med olika hanteringssmetoder vilket medför en variation i den mängd material som behöver bytas ut. Studien konstaterar att både det totala avtrycket samt de huvudsakliga drivarna varierar betydligt beroende på vilken metod som använts. Vidare konstateras att valet av metod är avgörande för att kunna minska mängden CO2e från vattenskadehantering, mer specifikt att en högre grad av materialåteranvädning, möjliggjort av torkning av skadade delar, förefaller vara att föredra när det är tillämpbart.

[pt] O crescimento da população mundial junto de mudanças no estilo de vida resulta em uma crescente demanda por culturas de alimentos e energia. O Brasil tem aumentado cada vez mais a produção e o fornecimento destas culturas para outras partes do mundo. O Cerrado tornou-se o centro da indústria de soja do Brasil. A savana natural foi substituída pelo cultivo de monoculturas que estão associadas ao uso intensivo de fertilizantes e pesticidas sintéticos. Este estudo determina em que medida a aplicação de agroquímicos no cultivo de soja contribui para a poluição dos corpos hídricos no Cerrado. Como medida para quantificar este impacto, a pegada hídrica cinza (GWF) do cultivo da soja em uma fazenda típica no município de Correntina-BA foi calculada para 5 anos de cultivo. O poluente mais significativo para todos os anos foi o pesticida 2,4-D. O GWF do cultivo da soja para o estudo de caso no período variou de 7.661 a 13.587 m3 por hectare e 2.441 a 7.651 m3 por tonelada de soja. O valor médio do nível de poluição da água (WPL) associado com a produção desta cultura na bacia hidrográfica foi de 48,6 por cento com valores que variaram de 36 por cento a 83 por cento. Os valores de GWF e WPL calculados mostram uma grande variação entre os diferentes períodos. O GWF em 2013/2014 teve valores discrepantes sendo 43,6 por cento maior do que os valores em 2010/2011. A diferença é devida principalmente a uma maior aplicação do pesticida, de 0,80 kg/ha para 1,42 kg/ha. O WPL em 2013/2014 chegou a 83 por cento. Os resultados indicam que com a tendência de crescimento da agricultura de grande escala na região a poluição por agrotóxicos dissolvidos dos corpos hídricos se intensificará a tal ponto que é provável que viole em breve o padrão de qualidade de água local. / [en] The growing world population, coupled with changes in lifestyle, result in an increasing demand for food, feed and energy crops. Brazil is increasingly producing and supplying these crops for other parts of the world. The Cerrado has become the centre of Brazil s soybean industry. The natural savannah has been replaced by crop monocultures which are associated with intensive use of synthetic fertilizers and pesticides. This study determines to which extent the application of agrochemicals in the cultivation of soybean contributes to the pollution of local river basins in the Cerrado. As a measure to quantify this impact, the grey water footprint (GWF) of soybean cultivation in a typical farm in the municipality of Correntina-BA is calculated for 5 cropping years. The most significant pollutant for all years was the pesticide 2,4-D. The GWF of soybean cultivation for the case study in the period ranged from 7,661 to 13,587 m3 per hectare and 2,441 to 7,651 m3 per tonne of soybean. The average water pollution level (WPL) associated with the production of this crop at river basin level was 48.6 percent. The average water pollution level (WPL) associated with the production of this crop at river basin level was 48.6 percent with values ranging from 36 percent to 83 percent. The calculated GWFs and WPLs show a large variation among different cropping seasons. The GWF in 2013/2014 had discrepant values, being 43.6 percent higher than the value in 2010/2011. This difference is mainly due to a higher application of the pesticide, from 0.80 kg/ha to 1.42 kg/ha. The WPL in 2013/2014 reached 83 percent . The results indicate that following the local trend of further intensification of large scale agriculture, the pollution of local water bodies with dissolved agrochemicals will increase to the point that it is likely to soon violate the local water quality standards.

Life Cycle Assessment (LCA) is a widely used method for evaluating the environmental impacts of a product throughout its entire life cycle. As a decision-making tool, LCA allows decision-makers to identify the environmental hotspots in a product or process, and to explore opportunities for improvement. However, while LCA has many potentials, it also has several limitations that need to be considered. One of the main limitations of LCA is the difficulty in obtaining accurate data, particularly for the upstream and downstream stages of a product's life cycle. Another limitation is the challenge of interpreting the results, as LCA involves complex calculations and assumptions that can be difficult for non-experts to understand. Despite these limitations, LCA remains a valuable tool for informing decision-making, and efforts are being made to address these limitations through the development of standardized methods and improved data collection and interpretation techniques. This paper provides an overview of LCA as a decision-making tool in the context of vaccine manufacturing, its potential and limitations, and the current state of research in this field.

Since the transportation sector still relies mostly on fossil fuels, the emissions and overall environmental impacts of the transportation sector are particularly relevant to the mitigation of the adverse effects of climate change. Sustainable transportation therefore plays a vital role in the ongoing discussion on how to promote energy insecurity and address future energy requirements. One of the most promising ways to increase energy security and reduce emissions from the transportation sector is to support alternative fuel technologies, including electric vehicles (EVs). As vehicles become electrified, the transportation fleet will rely on the electric grid as well as traditional transportation fuels for energy. The life cycle cost and environmental impacts of EVs are still very uncertain, but are nonetheless extremely important for making policy decisions. Moreover, the use of EVs will help to diversify the fuel mix and thereby reduce dependence on petroleum. In this respect, the United States has set a goal of a 20% share of EVs on U.S. roadways by 2030. However, there is also a considerable amount of uncertainty in the market share of EVs that must be taken into account. This dissertation aims to address these inherent uncertainties by presenting two new models: the Electric Vehicles Regional Optimizer (EVRO), and Electric Vehicle Regional Market Penetration (EVReMP). Using these two models, decision makers can predict the optimal combination of drivetrains and the market penetration of the EVs in different regions of the United States for the year 2030. First, the life cycle cost and life cycle environmental emissions of internal combustion engine vehicles, gasoline hybrid electric vehicles, and three different EV types (gasoline plug-in hybrid EVs, gasoline extended-range EVs, and all-electric EVs) are evaluated with their inherent uncertainties duly considered. Then, the environmental damage costs and water footprints of the studied drivetrains are estimated. Additionally, using an Exploratory Modeling and Analysis method, the uncertainties related to the life cycle costs, environmental damage costs, and water footprints of the studied vehicle types are modeled for different U.S. electricity grid regions. Next, an optimization model is used in conjunction with this Exploratory Modeling and Analysis method to find the ideal combination of different vehicle types in each U.S. region for the year 2030. Finally, an agent-based model is developed to identify the optimal market shares of the studied vehicles in each of 22 electric regions in the United States. The findings of this research will help policy makers and transportation planners to prepare our nation*s transportation system for the future influx of EVs. The findings of this research indicate that the decision maker*s point of view plays a vital role in selecting the optimal fleet array. While internal combustion engine vehicles have the lowest life cycle cost, the highest environmental damage cost, and a relatively low water footprint, they will not be a good choice in the future. On the other hand, although all-electric vehicles have a relatively low life cycle cost and the lowest environmental damage cost of the evaluated vehicle options, they also have the highest water footprint, so relying solely on all-electric vehicles is not an ideal choice either. Rather, the best fleet mix in 2030 will be an electrified fleet that relies on both electricity and gasoline. From the agent-based model results, a deviation is evident between the ideal fleet mix and that resulting from consumer behavior, in which EV shares increase dramatically by the year 2030 but only dominate 30 percent of the market. Therefore, government subsidies and the word-of-mouth effect will play a vital role in the future adoption of EVs.

Over the past decades, cost-effectiveness principle or cost-benefit analysis has been employed oftentimes as a typical assessment tool for the expansion of drinking water utility. With changing public awareness of the inherent linkages between climate change, population growth and economic development, the addition of global change impact in the assessment regime has altered the landscape of traditional evaluation matrix. Nowadays, urban drinking water infrastructure requires careful long-term expansion planning to reduce the risk from global change impact with respect to greenhouse gas (GHG) emissions, economic boom and recession, as well as water demand variation associated with population growth and migration. Meanwhile, accurate prediction of municipal water demand is critically important to water utility in a fast growing urban region for the purpose of drinking water system planning, design and water utility asset management. A system analysis under global change impact due to the population dynamics, water resources conservation, and environmental management policies should be carried out to search for sustainable solutions temporally and spatially with different scales under uncertainties. This study is aimed to develop an innovative, interdisciplinary, and insightful modeling framework to deal with global change issues as a whole based on a real-world drinking water infrastructure system expansion program in Manatee County, Florida. Four intertwined components within the drinking water infrastructure system planning were investigated and integrated, which consists of water demand analysis, GHG emission potential, system optimization for infrastructure expansion, and nested minimax-regret (NMMR) decision analysis under uncertainties. In the water demand analysis, a new system dynamics model was developed to reflect the intrinsic relationship between water demand and changing socioeconomic iv environment. This system dynamics model is based on a coupled modeling structure that takes the interactions among economic and social dimensions into account offering a satisfactory platform. In the evaluation of GHG emission potential, a life cycle assessment (LCA) is conducted to estimate the carbon footprint for all expansion alternatives for water supply. The result of this LCA study provides an extra dimension for decision makers to extract more effective adaptation strategies. Both water demand forecasting and GHG emission potential were deemed as the input information for system optimization when all alternatives are taken into account simultaneously. In the system optimization for infrastructure expansion, a multiobjective optimization model was formulated for providing the multitemporal optimal facility expansion strategies. With the aid of a multi-stage planning methodology over the partitioned time horizon, such a systems analysis has resulted in a full-scale screening and sequencing with respect to multiple competing objectives across a suite of management strategies. In the decision analysis under uncertainty, such a system optimization model was further developed as a unique NMMR programming model due to the uncertainties imposed by the real-world problem. The proposed NMMR algorithm was successfully applied for solving the real-world problem with a limited scale for the purpose of demonstration.

Dagens marknad är mycket osäker och föränderlig, vilket är en utmaning för bland annat industriföretag. För att förbli relevanta för marknaden måste företag anpassa sig. Anpassningen möjliggörs genom att företagen är flexibla i hela sin verksamhet. För ett industriföretag kan flexibilitet avse produktionsflexibilitet i produktionslayouter. Det är en mycket viktig komponent för att kunna hantera korta produktlivscykler och snabbt utvecklanya produkter. Denna kandidatuppsats undersöker vilken layout av de centrala layouterna, linan eller funktionella layouten, som är mest fördelaktig vad gäller flexibilitet och produktionskostnader givet nya lösningar från Industri 4.0. För att svara på frågan genomfördes en analys och en litteraturstudie baserade på ett studiebesök på Volvo fabriken i Köping. Analysen genomfördes genom att konstruera en lina som sedan skulle jämföras med en yteffektiviserad funktionell layout från Volvo fabriken i Köping. Resultaten av analysen visade att en lina med en rads placering har minst area men är lägre expansionsflexibel än en funktionell layout med Industri 4.0-lösningar. / Today's market is very uncertain and changing, which is a challenge for, among other things, industrial companies. To remain relevant in the market, companies must adapt. Adaptation is made possible by the companies being flexible throughout their operations. For an industrial company, flexibility can refer to production flexibility in production layouts. It is a very important component to be able to manage short product life cycles and quickly develop new products. This bachelor's thesis examines which production layout of the main layouts, a product or a functional layout, is most beneficial in terms of flexibility and production costs given new solutions from Industry 4.0. To answer the question, an analysis and a literature study were carried out based on a study visit to the Volvo factory in Köping. The analysis was carried out by constructing a product layout which would then be compared with a surface-efficient functional layout from the Volvo factory in Köping. The results of the analysis showed that a product layout with single-row placement has the least footprint but is less expansion flexible than a functional layout with Industry 4.0 solutions.

This research paper aims to explore the knowledge gap among young designers in relation to sustainable human-computer interaction (HCI), focusing on Interaction Design, and investigating the necessary resources for designing sustainable HCI. Lack of knowledge among young designers regarding sustainable practices in digital design contributes to the overconsumption of energy, and increased carbon emissions, highlighting the need to raise awareness and bridge the knowledge gap in Sustainable Human-Computer Interaction (HCI) design among youth. Using qualitative methods, including 14 semi-structured interviews with informatics students in Jönköping, Sweden, the study identifies three main themes: Lack of Knowledge, Resource Needs, and Concerns About the Design Process. The findings highlight a limited understanding of sustainable HCI among young designers, emphasizing the significance of educational modules in sustainability within digital design. This study provides insights and recommendations for digital designers, educators, and policymakers to implement sustainable digital design practices in order to lessen environmental impact and promote sustainability within the digital world. The implications of this study include addressing the knowledge gap, fostering educational initiatives, and serving as a foundation for future research in sustainable digital design and HCI. This study addresses the challenge of motivating young designers to learn more about sustainable HCI while identifying essential resource requirements, education, design tools, eco-feedback technology, and support.

The production of concrete remains one of the highest CO2 producers. It consumes alarge number of primary sources of raw materials. One way to reduce emissions and rawmaterials consumption is by applying more recycled aggregates. However, when recycledaggregate is used for concrete, its properties and durability usually decline in comparisonwith conventional concrete with natural aggregate. For this reason, it is necessary to findthe optimal way in connection with the requirements of structural use in buildingstructures. The diploma thesis will examine the basic possibility of using lost formworkfrom high-performance concrete. The core will be made of concrete with recycledaggregate. High-performance concrete skin will be reinforced by various unconventionalreinforcement

No description available.

[pt] Assim como qualquer item, uma construção possui uma vida útil que considera o seu nascimento como momento que ela é concebida em projeto, e sua morte como sendo sua demolição final. Durante sua vida uma construção deve passar por manutenções (preventivas, adaptativas e corretivas) que permitem o prolongamento do seu uso, mantendo o seu nível de desempenho dentro do aceitável. Muitas vezes as ações corretivas se dão em períodos curtos de tempo, intervalos abaixo do esperado por seus usuários ou administradores. Obviamente toda intervenção trás consigo um custo financeiro, que cresce dependendo do momento em que ela ocorra dentro da vida da construção. Muito além do custo financeiro, toda atividade causa impacto no meio ambiente, gerando assim um custo ambiental. Determinar o preço ambiental do refazimento de uma obra, em um curto espaço de tempo (menor que o esperado) ilustra o peso deste custo, muitas vezes invisível ou negligenciado, é necessário. A Análise do refazimento de uma obra devido a falhas construtivas que trouxeram uma drástica queda no desempenho no uso do empreendimento demonstrou que o custo ambiental é proporcionalmente muito maior que o custo financeiro esperado. Sabendo que o custo financeiro de correções construtivas ao longo da vida do imóvel cresce em uma progressão geométrica de base 5, permite comparar o quanto o custo ambiental pode desequilibrar a sustentabilidade. Analisando que a intervenção de uma área de 4.200 m quadrados utilizou uma área ambiental de 1.360.000 m quadrados, faz com que os sinais de alerta se acendam demonstrando que a correção de um erro construtivo é muito maior para o meio ambiente que o custo financeiro envolvido. / [en] The world population has been growing at a dizzying rate in recent centuries. And this accelerated population gain brings with it numerous consequences, among them, the need to produce more food, housing and infrastructure. This all leads us to consume more and more natural resources and also increases the generation of waste and waste. The so-called carrying capacity of the planet (condition of sustaining a population), has not evolved in the last centuries in the same index of population growth, that is, humanity is consuming natural resources and generating waste at a speed higher than that which the planet is capable of. produce and absorb. To continue supporting the growing population of the planet, it is necessary to experiment with new technologies, methodologies and processes so that this growth is supported by the tripod of sustainability. The term sustainable development has the most common, and accepted, meaning that points to a tripod of economic growth, environmental preservation and social development. Civil construction is an essential economic sector in the development of any country and society, being responsible for a large fraction of the quality of life of human beings, since they alter the natural environment for better use of space. Understanding the environmental cost of correcting a construction failure is the objective of this work. There are countless studies that point to the financial cost of the so-called rework, but few look at this phenomenon under the environmental lens. The entire life cycle of an enterprise, from its design to its ruin, through its construction and use, causes environmental marks. To correct flaws in works already completed, or in use, there is a need to consume new materials, involving an entire production chain and generating new waste. To produce a certain input that will be used in the correction of a pathology, the following are required: consumption of raw materials to conceive it, energy consumption to manufacture it, waste to produce it, expenses with transportation to take it from the factory to the point of use. All of these steps in the process consume environmental resources. At the other end of the error correction, for the pathology to be eliminated, it must be removed from the site (demolition of a crooked wall, for example) using energy and producing residues from this removal. This waste will be transported to a suitable disposal site, that is, using more energy in this process. In addition, it is still necessary to transform a harmful waste into something less aggressive to the environment. Given the above, the purpose of this research is to understand the size of the impact that a constructive failure can cause to the environment depending on its severity and the moment it is detected. In order to carry out this work, a project was followed up with a short time of use, but which needed major interventions due to the flaws found. With the analysis of the presented pathologies it was possible to measure how much they weighed, and will weigh, to the environment. In addition, analyzing the origin and the correction method implemented will allow to index each of the flaws found environmentally, measuring how much the planet s carrying capacity could have been preserved had these defects not occurred. The useful life of a building can be understood as the time interval from its birth, marked by its design concept, until its death with its demolition and / or disuse. Project useful life (VUP) must be defined by the developer and the project designer. VUP, despite being a temporal measure, has an economic character, being defined as the best relation between global cost versus time to enjoy the good. Preventive maintenance takes place constantly and aims to increase the life of the project, whereas corrective maintenance must occur in a timely manner and correcting failures in points that are already performing below the desired level. Adaptive maintenance has the objective of adjusting the enterprise to receive new technologies, new equipment and to comply with the new legislation The economic character of the useful life of a good is characterized by its global cost, which must be defined as the sum of the cost of acquisition, or construction, of the good and the cost of maintenance throughout its life. The total cost of a construction during its life includes the costs of planning, design, construction, operation, maintenance and demolition. These construction costs represent between 15 percent and 20 percent of the total cost; 80 percent of the amount is spent on operation and maintenance and only 2 percent to 5 percent of the amount is spent on planning and design (conceptual and detailed). The total cost of a construction during its life includes the costs of planning, design, construction, operation, maintenance and demolition. These construction costs represent between 15 percent and 20 percent of the total cost; 80 percent of the amount is spent on operation and maintenance and only 2 percent to 5 percent of the amount is spent on planning and design (conceptual and detailed). The useful life of a building, for example, goes through the useful life of its components such as its foundations, superstructures, hydro-sanitary installations, electrical installations, facades, internal cladding, paintings and waterproofing. Studies show that corrective maintenance costs up to five times more than preventive maintenance. Corrective maintenance is often required in shorter time cycles than initially imagined (and desired) by those responsible for the enterprise. Currently, numerous failures in new construction (or with little use) are verified, such as buildings, bridges, roads, streets and public supply networks, which range from faults of all kinds, from simple to catastrophic. The service life can be extended with preventive, corrective and adaptive maintenance interventions. The extension of useful life is directly impacted on the overall cost of construction. The lowest global cost system is usually not the lowest initial cost nor the longest lasting. Seeking to optimize the cost-benefit ratio is the best option for society. The useful life of a building must be supported by the tripod of socio-environmental importance, cost of implementation and cost of maintenance over the years. When investors seek to save money by building buildings with low quality standards, and with low maintenance ease, they increase the cost of future maintenance. At the other end of the real estate market, users do not carry out preventive maintenance because they consider its cost to be high, often allowing certain components of the project to come close to the level of unacceptable performance and only then carry out the maintenance that has now become corrective, costing financially more than the preventive maintenance previously denied. The Sitter rule, or Law of 5, determines that the relative cost of an intervention grows in a geometric progression of ratio 5 over time in the project and its maintenance. The sooner a problem is perceived, the lower its cost. Sustainability, despite not having a unanimous definition, is a concept that must integrate aspects of social-ecological dimensions, economic factors, and the short, medium and long term advantages. Putting together all the concepts expressed by several authors, sustainability can be defined as the attempt to achieve economic and social growth while preserving the finite resources of the environment. For more than 40 years, humanity s demand for nature has exceeded the planet s replacement capacity. Currently 1.5 Earth planets would be needed to provide the ecological services that were used in the 1980s. Trees are cut faster than they can ripen, more fish are caught than the oceans can replenish and more carbon is emitted than forests and oceans can absorb. The carrying capacity of the planet has been compromised in a way never before experienced by humanity, to meet the current lifestyle of the population. Consumerism is seen as a behavior that leads to an increase in production and, consequently, to economic progress, but this equation is limited by resources that cannot sustain unlimited growth. Finite spaces cannot absorb waste that grows indefinitely. The carrying capacity of a system is obviously influenced by factors such as average income, material expectations and level of technology, that is, energy and material efficiency. There are few systems of indicators that analyze sustainable development in a generic way. The most commonly used indicators globally are as follows: (1) Sustainability Panel, (2) Sustainability Barometer and (3) Ecological Footprint. The indicator called Ecological Footprint has the advantage of being easily visualized, since the Ecological Footprint represents the ecological space necessary to sustain a given system, or community. It is a simple tool that counts the flows of matter and energy that enter and leave an economic system, converting them into areas of land, or water, necessary to sustain such a system. The Ecological Footprint is a method that transforms the consumption of raw materials and the assimilation of waste from an economic system, or from a human population, into an area corresponding to productive land or water. Using this method, it is possible to calculate the area of the ecosystem needed to ensure the eternal survival of a given population or system. Once this equivalent area of the ecosystem has been determined, it is possible to visualize how much it appropriates the carrying capacity of the planet as a whole. In fact, the size of the Footprint can change depending on the new technologies developed, which can be more or less resource-consuming and wastegenerating. The calculation method for measuring the Ecological Footprint, although easily intuitive, is difficult to carry out with regard to data collection.