This thesis was conducted to investigate the impacts of fiber composites on theenvironment. Composition, properties and application of fiber compositeswere also studied. On the basis of its application, taking into account previousstudies information was gathered related to impacts of these fiber composites.In order to study impacts of fiber composites in marine application a detailstudy was conducted where using the LCA method and Sima Pro softwarethree ship superstructures of the ship Stena Hollandica were compared. Thesewere steel superstructure, balsawood core superstructure and PVC foamsuperstructure. The results showed that over the lifecycle the impacts of PVCand balsawood superstructure were almost the same and were better than thesteel superstructure. The main contribution of impacts over the lifetime wasdue to the fuel consumed. When only the superstructure was consideredseparately from the life cycle the best choice was balsawood and the PVC foamsuperstructure had the most impacts. Overall it was found that balsawoodcould be considered as the best alternative as a material for the construction ofthis ship superstructure.

Europe experienced the destruction of numerous infrastructures during World War II, followed by a reflation and a strong economic growth during the next two decades allowing a more perennial and durable situation. A classical bridge lasting in general around 80 years, one should observe that these constructions built after the war will have to be either replaced either seriously strengthened in a few years. Besides, since the needs also vary over time, transportation infrastructures built during those years might not be adapted to the actual needs anymore – some bridges might thus have to be widened. A case study has been chosen in order to simulate under which conditions the widening of such a bridge can be performed. This road bridge, located in Vierzon in France, is rather simple since it is made of simply supported prestressed concrete beams and of reinforced concrete piers. It has been chosen in particular for its reduced size – three spans of 30 m each and two road lanes – that corresponded well to this project. Based on some data provided when the bridge was initially built and on a visual inspection, this project suggests six technical solutions to double the actual amount of lanes. An evaluation of the performance of the solutions according to three criteria – durations of works, cost of the works, and environmental impact – is made in order to give recommendations regarding the optimal solution. The results show that in spite of being installed quickly, adding steel beams is more expensive and has a greater impact on the environment than adding prestressed concrete beams. Regarding the modification of piers, the solution suggesting widening the existing piers is preferable than adding new extra piers according to all the criteria. Consequently, among all the solutions analysed, the optimal one is also the simplest one. Finally, the limits of the study and some suggestions for improvements are indicated.

Environmental awareness has strongly increased these last years, especially in the developed countries where societies have become increasingly preoccupied by the natural resource depletion and environmental degradation. At the same time, the increasing mass transportation demand throughout the European Union requires the development of new infrastructures. Life Cycle Assessment is increasingly used to provide environmental information for decision-makers, when a choice is to be made about the transportation mode to be implemented on a given route. In a life-cycle perspective, not only the environmental pressure of the operation of vehicles but also the burden from the infrastructure, in particular bridges as key links of the road and railway networks, has to be assessed when comparing transportation modes. Based on an extensive literature review, a simplified quantitative LCA is implemented in order to compare the environmental performance of two railway bridge designs. It is meant to be useful at an early stage in the design process, when no detailed information about the bridge is available, and when rough environmental estimations are needed. The Excel based model covers the entire life-cycle of the bridge, from raw material extraction to construction materials recycling and disposal. Various assumptions and omissions are made to narrow the scope of the analysis. For instance, processes that are found insignificant in the literature are omitted, and only a limited set of relevant emissions and impacts to the environment is considered. The model provides fully transparent results at the inventory and impact assessment level. The streamlined approach is tested by comparing the environmental burden throughout the life-cycle of a steel-concrete composite railway bridge on a single span, equipped with either a ballasted or a fixed concrete single track. The results show that the environmental impacts of the fixed track alternative are lower than that of the ballasted track alternative, for every impact categories. In a sustainable development perspective, it would thus have been preferable to install a fixed track over the bridge to reduce its overall impact on the environment by about 77%. The raw material phase is found decisive in the life-cycle of both alternatives. The frequency of the replacement of the track is identified as a key environmental parameter, since the road traffic emissions during bridge closure nearly overwhelmed the other life-cycle stages.

Planetary Boundaries (PB) and Circular Economy (CE) are becoming the paradigm for sustainability. There is an increasing interest to operationalise PB into a framework for businesses to maximise profitability within environmental limits. The context of the cotton textile industry makes a good setting for understanding the casual chain of connections between the socio-economic system expressed by extensive global supply chain of cotton, and its ecological interconnection with the Earth’s system that is put under pressure. For this study, life cycle assessment (LCA) is recognised as a suitable approach for measuring the linkages between those two systems. Results show that among all phases of the life cycle of a cotton t-shirt, the usage phase is the most impacting for most of environmental indicators, followed by the manufacturing and farming phase. Production or extraction of raw material as elements considered upstream in the supply chain are the predominant cause of impacts in this case study. Increasing circularity of the system yields to an improvement in environmental performance. However, the system remains largely unsustainable when taking into account the state of the Earth’s system, through the PB. When assessing sustainability through LCA, ecological references like PB, must be considered to understand absolute environmental sustainability a product system. This will reveal whether less impacting options in the system, are still deteriorating a state of the environment as a part of the Earth’s system, which needs to be the area of protection. In conclusion, linking planetary boundaries to life cycle assessment can help assess the absolute environmental sustainability, as opposed to relative sustainability, of a production system. Combining an assessment of the state of the environment (safe, critical/uncertain, at risk), and the assessment of environmental hotspots of the system under scrutiny, will determine where priority for goals and actions of improvements for environmental sustainability needs most attention.

Utsläpp av växthusgaser bidrar till global uppvärmning som är ett hot mot vårt klimat. Sveriges långsiktiga klimatmål är att inte ha några nettoutsläpp senast år 2045. Infrastrukturen står för en betydande del av klimatpåverkande utsläpp. Utsläppen från väg- och järnvägsbygge kommer mestadels från tillverkning av betong och stål som används för byggnation av broar samt andra byggnadsverk. Tillverkningen av cement, som är en viktig beståndsdel i betong, genererar koldioxidutsläpp som står för cirka 3–4 % av världens totala utsläpp. Syftet med studien är att undersöka klimatpåverkan från betongbroar och identifiera de poster som bidrar till störst klimatavtryck under produkt- och byggproduktionsskedet. Alternativa optimerade lösningar undersöks, vars tyngdpunkt läggs på att främja ett hållbart byggande av betongbroar. För att nå målet med studien har en fallstudie utförts på en plattrambro av betong över gång-och cykelväg. Fallstudien innehåller mestadels en livscykelanalys, som baserats på dokumentanalys, för att kunna identifiera var i produkt-och produktionsskedet de största klimatavtrycken sker. Utöver livscykelanalys utfördes intervjuer för att föreslå mer hållbara alternativ för en minskad klimatpåverkan. Livscykelanalys (LCA) innebär undersökning av en produkts eller tjänsts resurs- och miljökonsekvenser från vaggan till graven och baseras på SS-EN ISO 14000-serien. En byggnadsverks livscykel är indelad huvudsakligen i tre skeden: byggskede, användningsskede och slutskede. Byggskedet delas in i två underkategorier, produkt- och produktionsskedet. Resultatet från studien visade en total klimatpåverkan på 82 711 kg CO2e för produkt-och produktionsskedet, varav de största bidragande faktorerna var betongen och armeringen. Efter åtgärder, som innefattar byte av armeringstyp samt återanvänd fyllnadsmaterial, sänktes den totala klimatpåverkan med 8 244 kg CO2e. Alternativa lösningar som har föreslagits är stålfiberarmerad betong i kantbalkar, höghållfasthetsstål i broräcken, HVO som drivmedel samt framställning av biokol. Betongen ansågs vara lämplig utifrån ett hållbarhetsperspektiv då dess bidragande till koldioxidutsläpp var lägre i jämförelse med andra betongtyper på marknaden, vare sig klimatoptimerade eller konventionella. Armeringen byttes ut till en grönare och närproducerad armeringstyp för att främja miljövänligare materialval samt för att minska på klimatavtryck från transport. Vidare har det konstaterats att förnybara drivmedel är betydande för att reducera klimatpåverkan. För att reducera klimatavtrycket ytterligare kan höghållfasthetsstål i broräcke användas istället för galvaniserat stål. För att främja ett hållbart byggande bör det tas hänsyn till resursanvändning samt återanvändning. Innan återvinning, ska återanvändning ske i första hand i mån av skick och möjlighet för att minska på resursanvändningen. / The infrastructure accounts for a significant part of climate-affecting emissions. Emissions from road and railway construction come mostly from the production of concrete and steel used for the construction of bridges and other construction works. The purpose of the study is to investigate the climate impact from concrete bridges and identify the resources that contribute to the largest climate footprint during the material production and construction phase. Alternative optimized solutions are being investigated, whose emphasis is on promoting sustainable construction of concrete bridges. To achieve the goal of the study, a case study was conducted on an integral bridge of concrete. The case study mostly included a life cycle assessment, based on document analysis, in order to be able to identify where in the material production and construction phase the largest climate footprints occur. In addition to life cycle assessment, interviews were conducted to suggest more sustainable alternatives for a reduced climate impact. The results from the study showed a total climate impact of 82,711 kg CO2e from the product and production phase, of which the largest contributing factors were the concrete and the reinforcement. Improved solutions have been proposed in order to reduce the climate impact. The concrete that is used for the bridge was considered suitable from a sustainability perspective because its contribution to carbon dioxide emissions was lower compared to other types of concrete on the market. The reinforcement will be replaced with a greener and locally produced type of reinforcement to promote more environmentally friendly material choices and to reduce the climate footprint from transport. Furthermore, it has been established that renewable fuels are significant in reducing climate impact. To further reduce the climate footprint, high-strength steel in bridge railings can be used instead of galvanized steel. In order to promote sustainable construction, the use of resources should be taken into account.

<p>With over 30 billion tons of global annual production, concrete is the most used construction material in the world. Its manufacturing is associated with a strong environmental impact due to the high natural resources’ consumption, energy consumption, and a large generation of wastes and pollutants with significant global consequences. There are many different approaches to reduce the environmental impact of cementitious materials. Two examples are: (i) the use of recycled aggregate (RA) such as recycled concrete aggregate (RCA) and recycled plastics, or supplementary cementitious materials (SCMs) such as biomass ashes to reduce the use of natural aggregates and cement, respectively, and (ii) using nano-additives (for instance, nano-TiO2) to enhance material’s performance and to provide the material new properties that may have a positive proactive effect during its service life (i.e., photocatalytic properties that may reduce different pollutants concentrations from the environment). These approaches have been widely studied in standard conditions. However, boundary conditions such as temperature or moisture can be critical factors that directly or indirectly affect the effect of these approaches on the sustainability of cementitious composites in all stages of their life, from curing to service conditions.</p> <p>It is known that curing temperature influences the effect of using recycled materials (such as RCA or SCMs) on the mechanical properties of cementitious materials. However, there were no studies concerning the influence of curing temperature on the nano-TiO2 addition effect on mechanical properties of cementitious composites. A potential change will affect composites’ sustainability; if curing temperature influences the effect of nano-TiO2 on strength, the cement content needed to achieve a given performance will variate. This study concluded that curing temperature is a key factor that changes the effect of TiO2 nanoparticles on mechanical properties and pore structure of Portland cement mortars; the lower the curing temperature, the higher the positive effect of TiO2 on compressive strength.</p> <p>Besides the use of nano-TiO2, the substitution of NA with RCA might significantly benefit the sustainability of cementitious composites. However, the use of RCA may lead to a reduction in strength. On the other hand, the addition of nano-TiO2 mixtures containing RCA might offset this reduction in strength. Nevertheless, studying their effects on the composites’ performance under extreme conditions is critical to assess the actual environmental impact since durability is one of the main pillars of cementitious materials sustainability. This study concluded that even though RCA may be beneficial to increase sustainability aspects in terms of net waste generation and natural abiotic depletion, its potential negative effects on high-temperature resistance should be considered to not lead to structural problems during its lifetime, especially if used in combination with nano-TiO2. The addition of low percentages of nano-TiO2 has a negative effect on the high-temperature resistance of mortar containing 100% RCA. Differences in thermal properties between old aggregate, old cement paste, and new cement paste with nano-TiO2 may induce internal stresses at high temperatures that can produce a failure at lower strength due to the weaker interfacial transition zone (ITZ) between the stronger new cement paste (with nano-TiO2) and the old cement paste. To the same extent, it is important to understand how extreme temperatures impact the effect of other recycled materials in cementitious composite performance. This study found that recycled polypropylene (re-PP) fibers may mitigate the strength loss caused by high-temperature exposure, enhance the residual flexural strength, and increase the energy absorption capability. The changes in the fiber-matrix ITZ after cooling observed through an optical microscope suggested that the mechanical improvements are related to an enhancement of the fiber-matrix ITZ after high-temperature exposure and cooling.</p> <p>The next part of the dissertation focused on studying the thermal conductivity susceptibility to ambient conditions variation and how RCA substitution can affect this susceptibility. Understanding the effect of RCA on the thermal conductivity of cementitious composites would be crucial to assess their effects on the environmental impact during service life as part of a building component. Results showed that the higher percentage of porosity (due to RCA utilization) increases the susceptibility of thermal conductivity to moisture. Thus, actual moisture content and temperature should be considered when assessing the effect of RCA on thermal conductivity and its influence on sustainability in terms of energy savings when used as part of building envelops.</p> <p>Finally, the last part of this dissertation focused on assessing the impact of curing temperature on the sustainability of sugarcane bagasse ash (SCBA) as a partial replacement of cement in mortars. An experimental campaign was performed to evaluate the effect of partial replacement of cement with SCBA on compressive strength as a function of curing temperature. Hence, a life cycle assessment (LCA) was performed from the extraction of the raw materials to the material production part of the life cycle, using as a functional unit 1 m3 of mortar with the same compressive strength as the reference mixture (plain Portland cement mortar without SCBA) cured at the same temperature. Results showed that a replacement of 97 kg of cement by SCBA (per m3 of mortar) may produce a reduction of the environmental impacts two times higher when the curing temperature was 45°C than when the temperature was 21°C. Results clearly indicate that the sustainability of SCBA utilization as a partial replacement for cement will be higher when mortar is poured in hot regions or during days with higher temperatures. Therefore, external curing temperature is an important factor that should be considered when assessing the sustainability of cementitious composites containing sugarcane biomass ashes.</p>

Vor dem Hintergrund demographischer Entwicklungen, der zunehmenden Nutzung von Informationstechnologien in unserem Alltag (Stichwort „Digitales Leben“) und einem begrenzten Maß natürlicher Ressourcen ist die Wissenschaft zunehmend gefordert, das Verhältnis aus Informationstechnologie, menschlichem Verhalten und unserer Umwelt neu zu hinterfragen. Gegenstand des Dissertationsvorhabens ist daher die Untersuchung von Informationssystemen im Hinblick auf deren ökologische Nachhaltigkeit. Dabei zeigt sich auf der einen Seite, dass Informationssysteme aufgrund der genutzten physischen IT-Infrastruktur (PCs, Server, Mobiltelefone etc.) als Ursache von Umweltproblematiken in Erscheinung treten können. Neben dem Stromverbrauch bei der Nutzung von IT steht dabei vor allem der Verbrauch seltener Metalle wie Gold, Palladium und Tantal sowie das Problem der Entsorgung von Altgeräten im Fokus. Auf der anderen Seite werden Informationssysteme zunehmend auch als Mittel zur Lösung von Umweltproblematiken gesehen. So können Informationssysteme dazu beitragen, Geschäftsprozesse effizienter und damit umweltfreundlicher zu gestalten, Konsumenten von Produkten und Dienstleistungen sowie Entscheider im Unternehmen für Umweltprobleme zu sensibilisieren oder neue umweltfreundliche Produktinnovationen zu unterstützen. Zur Untersuchung des Themenkomplexes werden etablierte Ansätze zur Untersuchung physischer Systeme auf Informationssysteme übertragen. Zum einen werden Methoden und Softwaretools aus dem Bereich ereignisdiskreter Simulationen (Materialflusssimulationen, Simulation von Supply Chains, Produktionsabläufen etc.) genutzt. Ereignisdiskrete Simulationen erlauben es, die Auswirkungen von Informationssystemen auf ein physisches System (z. B. eine Fabrik oder ein öffentliches Transportsystem) realitätsnah in einem Simulationsmodell abzubilden. Hierdurch ist es möglich eine Verbindung zwischen virtuellen Informationen und physischen Prozessen (z. B. Entstehung von CO2-Emission) herzustellen. Zum anderen werden Methoden und Softwaretools aus dem Bereich Ökobilanzierung (engl. Life Cycle Assessment) eingesetzt, um die ökologischen Auswirkungen von Informationssystemen messbar zu machen. Dabei wird der Einfluss physischer Prozesse, die durch Informationssysteme beeinflusst werden, auf ein ökologisches System (z. B. das Klima) abgeschätzt.

This diploma thesis deals with the life-cycle cost of the building for teaching and research. The theoretical part deals with the introduction of life-cycle cost method. A description ofdetermining life-cycle cost and procedure of processing. In the practical part of the budgetis prepared surveyed the building, which is divided into functional parts and the fixed costs of repair and reconstruction over the lifetime of the building. At the end of life are roughlydetermined the cost of demolition and waste removal. This whole process is summarized in the table, which sets the cost of operating the building throughout its life.

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