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This work evaluates, for the first time, the possibility of producing multifunctional alkali-activated composites combining ultra-low density, low thermal conductivity, high acoustic absorption, and good moisture buffering capacity. The composites were prepared using cork as a lightweight aggregate. This novel material might promote energy savings and tackle the CO2 emissions of the building sector, while simultaneously improve the comfort for inhabitants (e.g. humidity levels regulation and sound pollution reduction). The composites apparent density (as low as 168 kg/m3) and thermal conductivity (as low as 68 mW/m K) are amongst the lowest ever reported for alkali-activated materials (AAM) composites and foams, while their sound absorption ability is comparable to the best performing AAM foams reported to date, but in addition these eco-friendly composites also show good ability to passively adjust the humidity levels inside buildings. The multifunctional properties shown by the cork – AAM composites set them apart from other conventional building materials and might contribute to the global sustainability of the construction sector. Peer Reviewed

This work evaluates, for the first time, the possibility of producing multifunctional alkali-activated composites combining ultra-low density, low thermal conductivity, high acoustic absorption, and good moisture buffering capacity. The composites were prepared using cork as a lightweight aggregate. This novel material might promote energy savings and tackle the CO2 emissions of the building sector, while simultaneously improve the comfort for inhabitants (e.g. humidity levels regulation and sound pollution reduction). The composites apparent density (as low as 168 kg/m3) and thermal conductivity (as low as 68 mW/m K) are amongst the lowest ever reported for alkali-activated materials (AAM) composites and foams, while their sound absorption ability is comparable to the best performing AAM foams reported to date, but in addition these eco-friendly composites also show good ability to passively adjust the humidity levels inside buildings. The multifunctional properties shown by the cork – AAM composites set them apart from other conventional building materials and might contribute to the global sustainability of the construction sector. Peer Reviewed

Abstract Alternative vehicle propulsion technologies are being promoted to reduce energy consumption and environmental impacts in transportation. Life-cycle assessment (LCA) is often used to assess and compare the environmental impacts of these technologies, but, in its traditional form, it lacks the ability to capture the transient effects as new vehicles displace older vehicles in the fleet. Fleet-based life-cycle (LC) approaches – which combine the LCA methodology with fleet models that describe the stocks and flows associated with a class of products over time – have been proposed to circumvent this issue. This article presents a critical review of the literature addressing fleet-based LC approaches by providing an overview of modeling approaches, its main applications, and an analysis of the key aspects underlying environmental and energy impacts of vehicle fleets (focusing on electrification pathways). Fleet-based LC approaches have been applied with different purposes (e.g., to model recycling processes, to assess trade-offs between manufacturing and use impacts; to optimize product service life). The issue of evaluating the impacts of introducing alternative technologies is appropriately addressed by a fleet-based LC approach, because it allows for the capture of displacement effects, technological improvements over time, and changes in background processes. Several studies have used such an approach to assess scenarios of evolution of the light-duty fleet. The main key aspects are: fleet penetration rate, electricity source, fuel economy improvements, and vehicle weight reduction. Emission reductions were found to be very dependent on the underlying assumptions. Reducing fuel consumption is one of the key ways to reduce fleet GHG emissions, but it needs to be combined with other measures, such as high penetration of advanced technologies, to bring about significant reductions. The electricity generation source has also a large impact on the fleet GHG emissions and increasing renewable energy penetration is key to reduce overall emissions.

Abstract Alternative vehicle propulsion technologies are being promoted to reduce energy consumption and environmental impacts in transportation. Life-cycle assessment (LCA) is often used to assess and compare the environmental impacts of these technologies, but, in its traditional form, it lacks the ability to capture the transient effects as new vehicles displace older vehicles in the fleet. Fleet-based life-cycle (LC) approaches – which combine the LCA methodology with fleet models that describe the stocks and flows associated with a class of products over time – have been proposed to circumvent this issue. This article presents a critical review of the literature addressing fleet-based LC approaches by providing an overview of modeling approaches, its main applications, and an analysis of the key aspects underlying environmental and energy impacts of vehicle fleets (focusing on electrification pathways). Fleet-based LC approaches have been applied with different purposes (e.g., to model recycling processes, to assess trade-offs between manufacturing and use impacts; to optimize product service life). The issue of evaluating the impacts of introducing alternative technologies is appropriately addressed by a fleet-based LC approach, because it allows for the capture of displacement effects, technological improvements over time, and changes in background processes. Several studies have used such an approach to assess scenarios of evolution of the light-duty fleet. The main key aspects are: fleet penetration rate, electricity source, fuel economy improvements, and vehicle weight reduction. Emission reductions were found to be very dependent on the underlying assumptions. Reducing fuel consumption is one of the key ways to reduce fleet GHG emissions, but it needs to be combined with other measures, such as high penetration of advanced technologies, to bring about significant reductions. The electricity generation source has also a large impact on the fleet GHG emissions and increasing renewable energy penetration is key to reduce overall emissions.

Abstract This study employs the decomposition analysis of CO2 emissions for the period from 2000 to 2012. This technique computes five effects that drive changes in CO2 emissions in five subsectors of the Portuguese tourism industry. The energy over fixed capital, the capital over labour productivity, and the tourism intensity are the most important effects in accommodation, food and beverage services. The carbonisation index constitutes an important effect in transports. The capital over labour productivity intensity effect has the strongest influence, while the carbonisation index exerts a positive influence upon CO2 emissions in tour operators and travel agencies. The energy over gross fixed capital and tourism intensity effects predominate in cultural, sports and recreational services. The results of the econometric analysis further confirm the statistical significance of the aforementioned effects. Policy recommendations are provided.

Abstract This study employs the decomposition analysis of CO2 emissions for the period from 2000 to 2012. This technique computes five effects that drive changes in CO2 emissions in five subsectors of the Portuguese tourism industry. The energy over fixed capital, the capital over labour productivity, and the tourism intensity are the most important effects in accommodation, food and beverage services. The carbonisation index constitutes an important effect in transports. The capital over labour productivity intensity effect has the strongest influence, while the carbonisation index exerts a positive influence upon CO2 emissions in tour operators and travel agencies. The energy over gross fixed capital and tourism intensity effects predominate in cultural, sports and recreational services. The results of the econometric analysis further confirm the statistical significance of the aforementioned effects. Policy recommendations are provided.

Abstract The use of fossil fuel vehicles is one of the factors responsible for the degradation of air quality in urban areas. In order to reduce levels of air pollution in metropolitan areas, several countries have encouraged the use of electric vehicles in the cities. However, due to the high investment costs in this class of vehicles, it is expected that the spatial distribution of electric vehicles' adopters will be heterogeneous. The additional charging power required by electric vehicles' batteries can change operation and expansion planning of power distribution utilities. In addition, urban planning agencies should analyze the most suitable locations for the construction of electric vehicle recharging stations. Thus, in order to provide information for the planning of electric mobility services in the city, this paper presents a spatiotemporal model for estimating the rate of electric vehicles' adopters per subareas. Results are spatial databases that can be viewed in geographic information systems to observe regions with greater expectancy of residential electric vehicle adopters. These outcomes can help utilities to develop new services that ground on the rising availability of electric mobility in urban zones.