The high cost of purchasing electric vehicles (EVs) compared to internal combustion engine vehicles (ICEVs) is a major barrier to their widespread adoption. Additionally, the price disparity is not the same for all households. We conducted a total cost of ownership (TCO) analysis to compare the net present value of EV versus ICEV ownership for various household categories across Canada. We observed spatial and behavioral factors, including variations in costs of electricity, temperature, household archetypes and their purchase decisions, and access to charging infrastructure. We found that EVs are more cost-effective than ICEVs for certain daily driving distances, but typical households in Canada generally do not drive enough for lifecycle costs of EVs to be less than ICEVs. The province of Quebec has the most favorable conditions for EV ownership due to high purchase subsidies and low electricity prices. Variability in costs across other provinces and territories is mainly due to differences in rebates, electricity and gasoline prices, and tax rates. Our findings have implications for policymakers and consumers. For consumers comparing ICEVs to EVs based on a fixed budget, which may be consistent with how many households frame their purchase decision, willingness to accept smaller, non-luxury EVs can result in large cost savings. We also find that although temperature variation has a minimal effect on TCO, it does impact the 'number of charge-ups'—a metric that we introduce to compare how many charging cycles a user may expect over the lifetime of a vehicle. The policy implication of this would be a need to consider regional differences in cold weather patterns when planning charging infrastructure deployment and the extent to which households in shared dwellings may face additional costs. Lastly, our findings strengthen the argument that equitably decarbonizing transportation will also require investment in strategies other than electrifying personal vehicles.

As solar energy becomes an increasingly cheap source of renewable energy, major utility-scale ground solar panel installations, often called 'solar farms', are rapidly growing. With these solar farms often covering hundreds of acres, there is the potential for impacts on natural hydrologic processes, including runoff generation and erosion. Here we review the current state of scientific research on the hydrology and water quality impacts of solar farms, as well as management recommendations for minimizing any impacts. The limited field measurements indicate the redistribution of soil moisture around solar farms, but the net impacts on runoff and erosion are less clear. Research focused on coupling solar farms with agriculture as 'agrivoltaics' demonstrates reduced evaporative water losses and associated crop stress, particularly in more arid regions. With regards to land and the stormwater management associated with solar farms, most US states currently do not have solar farm-specific recommendations and instead defer to standard stormwater management permits and guidance. In states with solar farm-specific guidance, typical recommendations include minimizing construction-related compaction, ensuring a high cover of perennial vegetation with minimal maintenance, and designing with pervious space between solar panel rows to promote infiltration of any runoff; in some cases, structural stormwater management like infiltration basins may be required. In general, solar farms can be designed to minimize the impact on landscape ecohydrological processes, but more research is needed to determine whether current recommendations are adequate. In particular, there is a need for more field research on less ideal sites such as those with higher slopes.

Aircraft condensation trails, also known as contrails, contribute a substantial portion of aviation's overall climate footprint. Contrail impacts can be reduced through smart flight planning that avoids contrail-forming regions of the atmosphere. While previous studies have explored the operational impacts of contrail avoidance in simulated environments, this paper aims to characterize the feasibility and cost of contrail avoidance precisely within a commercial flight planning system. This study leverages the commercial Flightkeys 5D algorithm, developed by Flightkeys GmbH, with a prototypical contrail forecast model based on the Contrail Cirrus Prediction (CoCiP) model to simulate contrail avoidance on 49 411 flights during the first two weeks of June 2023, and 35 429 flights during the first two weeks of January 2024. The utilization of a commercial flight planning system enables high-accuracy estimates of additional cost and fuel investments by operators to achieve estimated reductions in contrail-energy forcing and overall flight global warming potential. The results show that navigational contrail avoidance will require minimal additional cost (0.08%) and fuel (0.11%) investments to achieve notable reductions in contrail climate forcing (−73.0%). This simulation provides evidence that contrail mitigation entails very low operational risks, even regarding fuel. This study aims to serve as an incentive for operators and air traffic controllers to initiate contrail mitigation testing as soon as possible and begin reducing aviation's non-$\mathrm{CO_2}$ emissions.

Green ammonia has been proposed as a technologically viable solution to decarbonise global shipping, yet there are conflicting ambitions for where global production, transport and fuelling infrastructure will be located. Here, we develop a spatial modelling framework to quantify the cost-optimal fuel supply to decarbonise shipping in 2050 using green ammonia. We find that the demand for green ammonia by 2050 could be three to four times the current (grey) ammonia production, requiring major new investments in infrastructure. Our model predicts a regionalisation of supply, entailing a few large supply clusters that will serve regional demand centres, with limited long-distance shipping of green ammonia fuel. In this cost-efficient model, practically all green ammonia production is predicted to lie within 40° latitudes North/South. To facilitate this transformation, investments worth USD 2 trillion would be needed, half of which will be required in low- and middle-income countries.

The environmental effects associated with buildings are significant and include considerable contributions towards global greenhouse gas emissions, energy use, and waste generation. Until recently, mitigation efforts have concentrated on improving the operational energy efficiency of buildings, largely ignoring embodied environmental effects. However, focusing solely on increasing energy efficiency can inadvertently cause an rise in embodied effects. It is therefore critical that embodied effects are considered alongside operational effects and are actively integrated into design decisions throughout the building design process. Life cycle assessment (LCA) can be used to achieve this, however, it is often perceived as difficult to incorporate into design workflows, or requiring specialist knowledge. Additionally, it is not always clear how well aligned LCA approaches are with the building design process. To address this gap, this study aims to provide a detailed analysis of LCA approaches, to assess how well they align with building design stages, and to identify key characteristics, including LCA tools and environmental data used to conduct assessments. A review of academic and grey literature is conducted. Three primary approaches are identified for integrating LCA into the building design process: simplified, detailed and incremental LCA. Simplified LCA uses streamlined data inputs and typically targets a specific design stage. Detailed LCA follows a traditional approach with comprehensive user inputs and results. Incremental LCA progressively evolves the assessment based on design requirements and available building data at each design stage. An analysis of each approach is performed, and key user requirements are mapped against the early design, and detailed design stages. Results reveal that no single approach fully satisfies all design requirements. Findings also highlight a lack of incremental LCA approaches and challenges operationalising these techniques. These approaches often rely on complicated methods or tools not suitable for common design workflows, or they are in early development and require additional verification before implementation.

The 2022 Southwest Airlines Scheduling Crisis, resulting in approximately 15 000 flight cancellations, demonstrates the challenges of structuring infrastructure systems and their knowledge-making processes for increasingly disruptive conditions. While the point-to-point configuration was the focus of immediate assessments of the failure, it became rapidly evident that the crew-assignment software was unable to operate effectively due to the scale of disruption. The airline failed to recognize environmental shifts associated with internal and external complexity, leaving operations vulnerable to a known potential risk: computer and telecommunications failures due to an extreme weather event resulting in knowledge systems failures. The cascading failures of the crisis emphasize the necessity to invest in adaptive capacity prior to catastrophic events and provide a lesson to other infrastructure managers pursuing resilience in the face of increasingly uncertain environments.

Infrastructure is often thought of in big material terms: dams, buildings, roads, and so on. This study, instead, draws on literatures in anthropology and the social sciences to analyse infrastructures in relation to society and environment, and so cast current conceptions of infrastructure in a new light. Situating the analysis in context of President Biden's recent infrastructure bill, the paper expands what is meant by and included in discussions of infrastructure. The study examines what it means for different kinds of material infrastructures to function (and for whom) or not, and considers how the immaterial infrastructure of human relations are manifested in, for example, labour, as well as how infrastructures may create intended or unintended consequences in enabling or disabling social processes. Further, in this study, we examine concepts embedded in thinking about infrastructure such as often presumed distinctions between the technical and the social, nature and culture, the human and the non-human, and the urban and the rural, and how all of these are actually implicated in thinking about infrastructure. Our analysis, thus, draws from a growing body of work on infrastructure in anthropology and the social sciences, enriches it with ethnographic insights from our own field research, and so extends what it means to study 'infrastructures' in the 21st century.

The capacities of our infrastructure systems to respond to volatile, uncertain, and increasingly complex environments are increasingly recognized as vital for resilience. Pervasive across infrastructure literature and discourse are the concepts of centralized, decentralized, and distributed systems, and there appears to be growing interest in how these configurations support or hinder adaptive and transformative capacities towards resilience. There does not appear to be a concerted effort to align how these concepts are used, and what different configurations mean for infrastructure systems. This is problematic because how infrastructure are structured and governed directly affects their capabilities to respond to increasing complexity. We review framings of centralization, decentralization, and distributed (referred to collectively as de/centralization) across infrastructure sectors, revealing incommensurate usage leading to polysemous framings. De/centralized networks are often characterized by proximity to resources, capacity of distribution, volume of product, and number of connections. De/centralization of governance within infrastructure sectors is characterized by the number of actors who hold decision-making power. Notably, governance structures are often overlooked in infrastructure de/centralization literature. Next, we describe how de/centralization concepts are applied to emerging resilient infrastructure theory, identifying conditions under which they support resilience principles. While centralized systems are dominant in practice and decentralized systems are promoted in resilience literature, all three configurations—centralized, decentralized, and distributed—were found to align with resilience capacities in various contexts of stability and instability. Going forward, we recommend a multi-dimensional framing of de/centralization through a network-governance perspective where capabilities to shift between stability and instability are paramount and information is a critical mediator.

The scrutiny over the carbon footprint of research and higher education has increased rapidly in the last few years. This has resulted in a series of publications providing various estimates of the carbon footprint of one or several research activities, principally at the scale of a university or a research center or, more recently, a field of research. The variety of tools or methodologies on which these estimates rely unfortunately prevents any aggregation or direct comparison. This is because carbon footprint assessments are very sensitive to key parameters (e.g., emission factors) or hypotheses (e.g., scopes). Hence, it is impossible to address fundamental questions such as: is the carbon footprint of research structurally different between disciplines? Are plane trips a major source of carbon emissions in academic research? Massive collection and curation of carbon footprint data, across a large array of research situations and disciplines, is hence an important, timely and necessary challenge to answer these questions. This paper presents a framework to collect and analyse large amounts of homogeneous research carbon emission data in a network of research entities at the national scale. It relies on an open-source web application, GES 1point5, designed to estimate the carbon footprint of a department, research lab or team in any country of the world. Importantly, GES 1point5 is also designed to aggregate all input data and corresponding GHG emissions estimates into a comprehensive database. GES 1point5 therefore enables (i) the identification of robust local or national determinants of the carbon footprint of research and (ii) the estimation of the carbon footprint of the entire research sector at national scale. A preliminary analysis of the carbon footprint of more than one hundred laboratories in France is presented to illustrate the potential of the framework. It shows that the average emissions are 479 t CO₂e for a research lab and 3.6 t CO₂e for an average lab member (respectively 404 and 3.1 t CO₂e without accounting for the indirect radiative effects of aviation), with the current scope of GES 1point5. Availability and implementation: GES 1point5 is available online at http://labos1point5.org/ges-1point5 and its source code can be downloaded from the GitLab platform at https://framagit.org/labos1point5/l1p5-vuejs.

Household solid waste management (HSWM) practices are a critical aspect of municipal solid waste management (MSWM) systems. Despite efforts to implement source separation and recycling at the household level in developing countries, negative practices such as illegal dumping and backyard burning remain ubiquitous, particularly in rapidly urbanizing cities. Source separation and recycling behaviors have been rarely studied in such cities. Moreover, studies on illegal dumping and backyard burning using robust tools and frameworks are practically non-existent. This study aims to (a) estimate the prevalence of 'negative' and 'positive' behaviors for different HSWM practices, and (b) identify their observable and non-observable influencing factors. The focus is Santa Cruz, a rapidly urbanizing city of Bolivia. Household surveys (n = 305) are used to establish the connections between latent constructs (e.g. awareness, satisfaction), and observable variables (e.g. location, socio-demographic characteristics) with each behavior. This is achieved through the combination of exploratory factor analysis to validate the constructs to be included in the analysis, and structural equation modeling to identify the most influential factors. Two causal models are developed, one for the positive behaviors (i.e. source separation, recyclables donation, recyclables selling, and use of drop-off facilities), and the other for the negative behaviors (i.e. illegal dumping and backyard burning). Results indicate that, satisfaction with the MSWM service has a negative and significant influence on the prevalence of illegal dumping and backyard burning behaviors, while the remoteness of the household (i.e. distance to the city center) has a positive significant effect on the prevalence of these behaviors. Source separation and recyclable donation are influenced positively by latent constructs such as attitudes, knowledge, and awareness. For recyclables selling and use of drop-off stations, income and location are the most relevant factors, although with smaller effects.

The study compared the life cycle environmental impacts of three coastal flood management strategies: grey infrastructure (levee), green–grey infrastructure (levee and oyster reef), and a do-nothing scenario, considering the flood damage of a single flooding event in the absence of protection infrastructure. A case study was adopted from a New Orleans, Louisiana residential area to facilitate the comparison. Hazus software, design guidelines, reports, existing projects, and literature were utilized as foreground data for modelling materials. A process-based life cycle assessment was used to assess environmental impacts. The life cycle environmental impacts included global warming, ozone depletion, acidification, eutrophication, smog formation, resource depletion, ecotoxicity, and various human health effects. The ecoinvent database was used for the selected life cycle unit processes. The mean results show green–grey infrastructure as the most promising strategy across most impact categories, reducing 47% of the greenhouse gas (GHG) emissions compared to the do-nothing strategy. Compared to grey infrastructure, green–grey infrastructure mitigates 13%–15% of the environmental impacts while providing equivalent flood protection. A flooding event with a 100-year recurrence interval in the study area is estimated at 34 million kg of CO₂ equivalent per kilometre of shoreline, while grey and green–grey infrastructure mitigating such flooding is estimated to be 21 and 18 million kg, respectively. This study reinforced that coastal flooding environmental impacts are primarily caused by rebuilding damaged houses, especially concrete and structural timber replacement, accounting for 90% of GHG emissions, with only 10% associated with flood debris waste treatment. The asphalt cover of the levee was identified as the primary contributor to environmental impacts in grey infrastructure, accounting for over 75% of GHG emissions during construction. We found that there is an important interplay between grey and green infrastructure and optimizing their designs can offer solutions to sustainable coastal flood protection.

The environmental effects associated with buildings are significant and include considerable contributions towards global greenhouse gas emissions, energy use, and waste generation. Until recently, mitigation efforts have concentrated on improving the operational energy efficiency of buildings, largely ignoring embodied environmental effects. However, focusing solely on increasing energy efficiency can inadvertently cause an rise in embodied effects. It is therefore critical that embodied effects are considered alongside operational effects and are actively integrated into design decisions throughout the building design process. Life cycle assessment (LCA) can be used to achieve this, however, it is often perceived as difficult to incorporate into design workflows, or requiring specialist knowledge. Additionally, it is not always clear how well aligned LCA approaches are with the building design process. To address this gap, this study aims to provide a detailed analysis of LCA approaches, to assess how well they align with building design stages, and to identify key characteristics, including LCA tools and environmental data used to conduct assessments. A review of academic and grey literature is conducted. Three primary approaches are identified for integrating LCA into the building design process: simplified, detailed and incremental LCA. Simplified LCA uses streamlined data inputs and typically targets a specific design stage. Detailed LCA follows a traditional approach with comprehensive user inputs and results. Incremental LCA progressively evolves the assessment based on design requirements and available building data at each design stage. An analysis of each approach is performed, and key user requirements are mapped against the early design, and detailed design stages. Results reveal that no single approach fully satisfies all design requirements. Findings also highlight a lack of incremental LCA approaches and challenges operationalising these techniques. These approaches often rely on complicated methods or tools not suitable for common design workflows, or they are in early development and require additional verification before implementation.

Adoption of the design for disassembly (DfD) concept is suggested as a promising strategy to cope with the climate targets and increase circular economy in the construction sector. Yet, the concept is little used partially due to technical challenges, including inadequate information about demolition and the characteristics of components. This study aims to investigate the demands for information linked to new concrete components with the purpose of reuse. In the building phase, concrete components cause the majority of emissions. Thus, these components also have the greatest potential for CO₂ emissions savings. A comprehensive list of information related to DfD concrete components and their characteristics was gathered in a workshop with experts of DfD concrete elements. Furthermore, the stakeholders of DfD components data processing were considered. The results of this study may support the adoption of DfD with concrete components as it provides information for designers and builders to implement in early phases of building projects.

Electrification of road transport is crucial to limit global warming. Battery electric vehicles with stationary charging infrastructure have received considerable attention in the scientific literature for both cars and trucks, while dynamic charging via electric road systems (ERS) has received much less attention and their future role in low-carbon road transport is uncertain. Here, we envision three potential scenarios for the future of ERS in European low-carbon transport. We sketch a potential European ERS network and discuss the political, technological, and market steps needed to realize these. We argue that existing field trials, tests, and research projects have collected sufficient evidence to make the next step: Decide and act. Decision-makers will never have perfect information about all aspects of ERS or competing technologies, but the urgency of the climate crisis requires a commitment one way or the other. A clear decision with respect to ERS would send a clear directive and would help focus time, effort, and money on the necessary infrastructure and policies to implement ambitious GHG abatement targets in road transport.

Aircraft condensation trails, also known as contrails, contribute a substantial portion of aviation's overall climate footprint. Contrail impacts can be reduced through smart flight planning that avoids contrail-forming regions of the atmosphere. While previous studies have explored the operational impacts of contrail avoidance in simulated environments, this paper aims to characterize the feasibility and cost of contrail avoidance precisely within a commercial flight planning system. This study leverages the commercial Flightkeys 5D algorithm, developed by Flightkeys GmbH, with a prototypical contrail forecast model based on the Contrail Cirrus Prediction (CoCiP) model to simulate contrail avoidance on 49 411 flights during the first two weeks of June 2023, and 35 429 flights during the first two weeks of January 2024. The utilization of a commercial flight planning system enables high-accuracy estimates of additional cost and fuel investments by operators to achieve estimated reductions in contrail-energy forcing and overall flight global warming potential. The results show that navigational contrail avoidance will require minimal additional cost (0.08%) and fuel (0.11%) investments to achieve notable reductions in contrail climate forcing (−73.0%). This simulation provides evidence that contrail mitigation entails very low operational risks, even regarding fuel. This study aims to serve as an incentive for operators and air traffic controllers to initiate contrail mitigation testing as soon as possible and begin reducing aviation's non-$\mathrm{CO_2}$ emissions.

The environmental effects associated with buildings are significant and include considerable contributions towards global greenhouse gas emissions, energy use, and waste generation. Until recently, mitigation efforts have concentrated on improving the operational energy efficiency of buildings, largely ignoring embodied environmental effects. However, focusing solely on increasing energy efficiency can inadvertently cause an rise in embodied effects. It is therefore critical that embodied effects are considered alongside operational effects and are actively integrated into design decisions throughout the building design process. Life cycle assessment (LCA) can be used to achieve this, however, it is often perceived as difficult to incorporate into design workflows, or requiring specialist knowledge. Additionally, it is not always clear how well aligned LCA approaches are with the building design process. To address this gap, this study aims to provide a detailed analysis of LCA approaches, to assess how well they align with building design stages, and to identify key characteristics, including LCA tools and environmental data used to conduct assessments. A review of academic and grey literature is conducted. Three primary approaches are identified for integrating LCA into the building design process: simplified, detailed and incremental LCA. Simplified LCA uses streamlined data inputs and typically targets a specific design stage. Detailed LCA follows a traditional approach with comprehensive user inputs and results. Incremental LCA progressively evolves the assessment based on design requirements and available building data at each design stage. An analysis of each approach is performed, and key user requirements are mapped against the early design, and detailed design stages. Results reveal that no single approach fully satisfies all design requirements. Findings also highlight a lack of incremental LCA approaches and challenges operationalising these techniques. These approaches often rely on complicated methods or tools not suitable for common design workflows, or they are in early development and require additional verification before implementation.

In recent years, there has been a growing emphasis to incorporate sustainability metrics into geotechnical engineering design decisions, driven by the surging eco-consciousness of industry standards. Consequently, life cycle assessment (LCA) has emerged as a popular method for evaluating the environmental impacts of geotechnical systems or projects. This paper conducts a critical review of 54 publications that apply LCA to various geotechnical systems, including deep foundations, biogeotechnics, dams, ground improvement, earth retaining structures, tunnels, and others. This review assesses the current state of practice for LCA in geotechnical engineering, identifies common barriers to implementation, and provides suggestions for successful execution. While sustainability practices have been more readily adopted by some subdisciplines of civil engineering including structural and transportation, geotechnical engineering faces distinct challenges due to its inherent site-specific nature, characterized by non-homogeneous soils and the necessity for bespoke solutions. Despite the notable increase in geotechnical LCAs, the absence of uniform standards remains a critical issue. Many studies could be improved by enhancing transparency in reporting data and results, clearly justifying input assumptions, and assessing the effects of variable soil conditions. Geotechnical LCA studies often concentrate on highly specialized problems, limiting the relevance of findings to other projects and impeding the development of clear recommendations for industry practitioners. Future research endeavors would benefit from establishment of comprehensive frameworks and multi-indicator models tailored to geotechnical systems to more accurately capture expected environmental impacts and opportunities for their reduction. A standardized approach could reduce redundancy in studies, encourage knowledge transfer, and provide a basis for broader applicability of sustainability practices in the geotechnical engineering profession.

With a rapidly decreasing carbon budget, the urgency of deep greenhouse gas reductions becomes increasingly necessary. This accentuates the need for the emerging paradigm shift, transforming the built environment from a major source of CO₂ emissions to a carbon sink. Biogenic carbon sequestration and storage (CSS) has the potential to play a pivotal role as it offers multiple pathways for cities to improve their carbon sink capacity. There are various methods used to quantify the carbon storage potential of the built environment, and there is a lack of consensus on how biogenic carbon should be treated. This review aims to elucidate the ways in which scientific literature has considered carbon storage in the built environment by drawing a picture of the existing mechanism for CSS in the urban built environment with the focus on the existing mechanism of biogenic CSS materials. Limitations and challenges of using biogenic CSS materials are identified to point out future research directions. In addition, barriers hindering wider utilization of CSS in the built environment are discussed.

Addressing the growing issue of climate change demands active measures. With its significant carbon footprint, the building industry needs to make immediate efforts contributing to achieving the Paris Agreement's objective of restricting global warming to 1.5 °C. This review focuses on net zero emission buildings (NZEBs) which are claimed to offer a viable option to significantly reduce greenhouse gas emissions from the built environment. The review covers both the recent academic literature on NZEBs, and the NZEB roadmaps from the member organizations of the World Green Building Council, focusing on those Green Building Councils actively working to implement NZEBs in their local contexts. By synthesizing a broad range of viewpoints and practices derived from academic literature and roadmaps, this review provides a holistic overview of the different perspectives to the current state of NZEBs and to their future. The review shows that NZEBs have the potential to provide significant environmental, economic, and social advantages, improving the built environment's overall sustainability. The review also promotes a more thorough understanding over NZEBs that can facilitate collaborative policymaking and action amongst stakeholders.

Climate change-induced sea level rise, storm surge and extreme precipitation in coastal regions of the United States (US) are affecting coastal infrastructure systems, including transportation, defense, energy, buildings, water supply, wastewater, stormwater and shoreline infrastructure. The interdependencies among these systems further worsen the climate change risks affecting infrastructure reliability and resiliency. Evaluating the current state of scientific research focus on climate change-induced coastal flood risk and the adaptation of US coastal infrastructure systems helps in understanding the current progress in critical coastal infrastructure adaptation and guides future research in the necessary direction. In this review, we synthesize the scientific literature through a metadata analysis within the scope of US coastal infrastructure system risk due to climate change-induced recurrent flooding in seven key coastal infrastructure systems across different coastal regions, namely, New England, the Mid-Atlantic, the Southeast and Gulf, and the West Coast. Our review found that coastal stormwater and shoreline protection systems and transportation systems are the most studied, while water supply and defense systems are the least studied topics. Over the last decade of scientific contributions, there has been a distinct shift in focus from understanding and quantifying coastal flood risks towards adapting coastal infrastructure systems. The majority of the studies are based in the Mid-Atlantic, Southeast and Gulf, while national scale studies are very limited. Although critical to resilient coastal infrastructure systems, the consideration of interdependencies or studies expanding across multiple infrastructure systems are limited. Out of the forward-looking studies that consider future climate scenarios, 39% considered only long-term (year 2100) scenarios, while 27% considered all short-, medium- and long-term scenarios. Considering finite resources and finite infrastructure life span, the ultimate focus on the end of the century climate scenarios extending beyond most of the existing infrastructure's design life is a challenge to adaptation planning.