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This work models a last-mile network design problem for an e-retailer with a capacitated two-echelon distribution structure - typical in e-retail last-mile distribution, catering to a market with a stochastic and dynamic daily customer demand requesting delivery within time-windows. Considering the distribution evnironment, this work formulates last-mile network design problem for this e-retailer as a dynamic-stochastic two capacitated location routing problem with time-windows. In doing so, this work splits the last-mile network design problem into its constituent strategic, tactical, and operational decisions. Here, the strategic decisions undertake long-term planning to develop a distribution structure with appropriate distribution facilities and a suitable delivery fleet to service the expected customer demand in the planning horizon. The tactical decisions pertain to medium-term day-to-day planning of last-mile delivery operations to establish efficient goods flow in this distribution structure to service the daily stochastic customer demand. And finally, operational decisions involve immediate short-term planning to fine-tune this last-mile delivery to service the requests arriving dynamically through the day. Note, the last-mile network design problem formulated as a location routing problem constitutes three subproblems encompassing facility location problem, customer allocation problem, and vehicle routing problem, each of which are NP-hard combinatorial optimization problems. To this end, this work develops an adaptive large neighborhood search meta-heuristic algorithm that searches through the neighborhood by destroying and consequently repairing the solution thereby reconfiguring large portions of the solution with specific operators that are chosen adaptively in each iteration of the algorithm, hence the name adaptive large neighborhood search. Further, considering the stochastic and dynamic nature of the delivery environment, this work develops a Monte-Carlo framework simulating each day in the planning horizon, with each day divided into 1-hr timeslots, and with each time-slot accepting customer requests for service by the end of the day. In particular, the framework assumes the e-retailer will delay route commitments until the last-feasible time-slot to accumulate customer requests and consequently assign them to an uncommitted delivery route. Note, a delivery route is committed once the e-retailer starts loading packages assigned to this delivery route onto the delivery vehicle assigned for this delivery route. At the end of every time-slot then, this framework assumes the e-retailer integrates the new customer requests by inserting these customer nodes into such uncommitted delivery routes in a manner that results in the least increase in distribution cost keeping the customer-distribution facility allocation fixed. Thus, the framework iterates through the time-slots with the e-retailer processing route commitments, accumulating customer requests, and subsequently integrating them into the delivery operations for the day. E-commerce has the potential to make urban goods flow economically viable, environmentally efficient, and socially equitable. However, as e-retailers compete with increasingly consumer-focused services, urban freight witnesses a significant increase in associated distribution costs and negative externalities particularly affecting those living close to logistics clusters. Hence, to remain competitive, e-retailers deploy alternate last-mile distribution strategies. These alternate strategies, such as those that include use of electric delivery trucks for last-mile operations, a fleet of crowdsourced drivers for last-mile delivery, consolidation facilities coupled with light-duty delivery vehicles for a multi-echelon distribution, or collection points for customer pickup, can restore sustainable urban goods flow. Thus, in this study, the authors investigate the opportunities and challenges associated with such alternate last-mile distribution strategies for an e-retailer offering expedited service with rush delivery within strict timeframes. To this end, the authors formulate a last-mile network design (LMND) problem as a dynamic-stochastic two-echelon capacitated location routing problem with time-windows (DS-2E-C-LRP-TW) addressed with an adaptive large neighborhood search (ALNS) metaheuristic.

Comprehensive and reliable information on anthropogenic sources of greenhouse gas emissions is required to track progress towards keeping warming well below 2°C as agreed upon in the Paris Agreement. Here we provide a dataset on anthropogenic GHG emissions 1970-2019 with a broad country and sector coverage. We build the dataset from recent releases from the “Emissions Database for Global Atmospheric Research” (EDGAR) for CO2 emissions from fossil fuel combustion and industry (FFI), CH4 emissions, N2O emissions, and fluorinated gases and use a well-established fast-track method to extend this dataset from 2018 to 2019. We complement this with information on net CO2 emissions from land use, land-use change and forestry (LULUCF) from three available bookkeeping models.

Indicators of economic sustainability obtained for the 8 systems of LTS studied. Monoc. = monoculture; sub-trop. = subtropical; IMTA = integrated multi trophic aquaculture; “-“ = no data.

Batteries have the potential to significantly reduce greenhouse gas emissions from on-road transportation. However, environmental and social impacts of producing lithium-ion batteries, particularly cathode materials, and concerns over material criticality are frequently highlighted as barriers to widespread electric vehicle adoption. Circular economy strategies, like reuse and recycling, can reduce impacts and secure regional supplies. To understand the potential for circularity, we undertake a dynamic global material flow analysis of pack-level materials that includes scenario analysis for changing battery cathode chemistries and electric vehicle demand. Results are produced regionwise and through the year 2040 to estimate the potential global and regional circularity of lithium, cobalt, nickel, manganese, iron, aluminum, copper, and graphite, although the analysis is focused on the cathode materials. Under idealized conditions, retired batteries could supply 60% of cobalt, 53% of lithium, 57% of manganese, and 53% of nickel globally in 2040. If the current mix of cathode chemistries evolves to a market dominated by NMC 811, a low cobalt chemistry, there is potential for 85% global circularity of cobalt in 2040. If the market steers away from cathodes containing cobalt, to an LFP-dominated market, cobalt, manganese, and nickel become less relevant and reach circularity before 2040. For each market to benefit from the recovery of secondary materials, recycling and manufacturing infrastructure must be developed in each region. This data was collected through various sources, including from EV Volumes, International Energy Agency, Argonne National Lab, and published articles. A model was created with R to process the data.  R is required to open the models.

Climate change, environmental degradation, and limited resources are motivations for sustainable forest management. Forests, the most abundant renewable resource on earth, used to make a wide variety of forest-based products for human consumption. To provide a scientific measure of a product’s sustainability and environmental performance, the life cycle assessment (LCA) method is used. This article provides a comprehensive review of environmental performances of forest-based products including traditional building products, emerging (mass-timber) building products and nanomaterials using attributional LCA. Across the supply chain, the product manufacturing life-cycle stage tends to have the largest environmental impacts. However, forest management activities and logistics tend to have the greatest economic impact. In addition, environmental trade-offs exist when regulating emissions as indicated by the latest traditional wood building product LCAs. Interpretation of these LCA results can guide new product development using biomaterials, future (mass) building systems and policy-making on mitigating climate change. Key challenges include handling of uncertainties in the supply chain and complex interactions of environment, material conversion, resource use for product production and quantifying the emissions released.

AbstractShipbuilding is an energy-intensive industrial sector that produces a significant amount of waste, pollution and air emissions. However, the International Maritime Organization concentrates only on reducing emissions during the operational phase. In order to completely phase out emissions from the shipping industry, a life-cycle approach must be taken. The study implemented the proposed transdisciplinary energy management framework in a Bangladeshi shipyard. The framework aims to support shipyard decision makers in making rational and optimized decisions to make shipyards sustainable, while maintaining good product quality and reducing relative cost. This is achieved by applying the Fuzzy Analytical Hierarchy Process and Fuzzy Order of Preference by Similarity to Ideal Solution methods to identify optimal solutions. In addition to making shipyards more sustainable, the framework can enhance both the business and socio-economic prospects of the shipyard and promote the reputation of the shipyard and improve its competitiveness and, in line with this, lead to the promotion of nationally determined contributions under the Paris Agreement for States. The implementation of the framework shows that the political and legal discipline, the social criteria and the implementation of ISO 14001 and cyber security were the most important criteria and options for the yard's decision makers.

# Data from: Blue Carbon Benefits from Global Saltmarsh Restoration [https://doi.org/10.5061/dryad.pc866t1vp](https://doi.org/10.5061/dryad.pc866t1vp) This README file was generated on 12th September 2023 by Victoria Mason. **Title of Dataset:** Blue carbon benefits from global saltmarsh restoration. **Author information:** * Victoria G. Mason, Bangor University/Royal Netherlands Institute for Sea Research (NIOZ), victoria.mason@nioz.nl (*Corresponding author*) * Annette Burden, UK Centre for Ecology & Hydrology * Graham Epstein, University of Exeter/University of Victoria * Lucy L. Jupe, Wildfowl & Wetlands Trust * Kevin A. Wood, Wildfowl & Wetlands Trust * Martin W. Skov, Bangor University **Summary of dataset:** These data include all data which were extracted or derived from relevant studies on global saltmarsh carbon storage and greenhouse gas flux. Data were obtained following screening of 29,182 peer reviewed published studies for relevant data, which were then extracted from 431 studies via text, tables and figures. We then used a meta-analysis to assess drivers of variation in global saltmarsh and greenhouse gas flux. * Date of literature search: 21st January 2022. * Date of data extraction: February - March 2022 * Literature search conducted via: Scopus + Web of Science ## Description of the data and file structure The contents of these data include: * **Full dataset (Aug2023\_GlobalCarbonReview\_FullDataset.xls):** All data extracted from 431 relevant studies and used in analysis. This includes a title page, metadata (with descriptions of column headers) and the full dataset. Response variables included: * Carbon stock * Percentage organic carbon * Bulk density * Sediment accretion rate * Carbon accumulation rate * Carbon dioxide flux * Methane flux * Nitrous oxide flux **\- Data on each included study \(Aug2023\_GlobalCarbonReview\_IncludedStudies\.xls\):** List of each study included in the final analysis, and its metadata. This includes a title page, metadata (with descriptions of column headers) and the dataset. All data include standard deviation (SD) and n (number of replicates) where provided by the original study, which were used to calculate Hedge's *g* effect sizes reported in the subsequent study. | Frequently used abbreviations: | | | ------------------------------ | --- | | C | carbon | | OC | organic carbon | | GHG | greenhouse gas | | bd | bulk density (g cm-3 dry sediment) | | Y/N | yes/no | | ref | reference | | lat | latitude | | long | longitude | | rest | restoration | | prec | precipitation | | sal | salinity | | acc | accretion | | resp | respiration | | SR | soil respiration (appears for CO2 flux) | | ER | ecosystem respiration (appears for CO2 flux) | | n | number of samples included in mean/standard deviation | | sd | standard deviation | All abbreviations used are outlined in the ‘Metadata’ worksheet of .xls files. **Data specific information for Aug2023\_GlobalCarbonReview\_FullDataset.xls:** Number of variables: 88 Number of cases/rows: 2055 Variables included: See 'Metadata' sheet **Data specific information for** **Aug2023\_GlobalCarbonReview\_IncludedStudies.xls:** Number of variables: 47 Number of cases/rows: 431 Variables included: See 'Metadata' sheet **Empty cells:** Cells are empty where data on that variable were not provided by the original study from which they were extracted. For example, where a study provided data on carbon stock variables, but not greenhouse gas flux. For further details, see the 'Metadata' sheets of each file. ## Sharing/Access information These data are available via Dryad, and described in ‘Blue Carbon Benefits from Global Saltmarsh Restoration’, in Global Change Biology. **DOI:** 10.1111/gcb.16943 Data were extracted from 431 published peer reviewed articles, the details of which can be found in the attached datasheets. Coastal saltmarshes are found globally, yet are 25–50% reduced compared to their historical cover. Restoration is incentivised by the promise that marshes are efficient storers of ‘blue’ carbon, although the claim lacks substantiation across global contexts. We synthesised data from 431 studies to quantify the benefits of saltmarsh restoration to carbon accumulation and greenhouse gas uptake. The results showed global marshes store approximately 1.41–2.44 Pg carbon. Restored marshes had very low greenhouse gas (GHG) fluxes and rapid carbon accumulation, resulting in a mean net accumulation rate of 64.70 t CO2e ha-1 y-1. Using this estimate and potential restoration rates, we find saltmarsh regeneration could result in 12.93–207.03 Mt CO2e accumulation per year, offsetting the equivalent of up to 0.51% global-energy-related CO2 emissions – a substantial amount, considering marshes represent <1% of Earth’s surface. Carbon accumulation rates and GHG fluxes varied contextually with temperature, rainfall and dominant vegetation, with the eastern costs of the USA and Australia being particular hotspots for carbon storage. Whilst the study reveals paucity of data for some variables and continents, suggesting a need for further research, the potential for saltmarsh restoration to offset carbon emissions is clear. The ability to facilitate natural carbon accumulation by saltmarshes now rests principally on the action of the management-policy community and on financial opportunities for supporting restoration.

Understanding the system of connections between societal contexts and policy outcomes in municipal governments provides important insights into how community sustainability happens, and why it happens differently in various communities. A growing body of research in recent years has focused on understanding the socio-economic characteristics of communities and cities that are recognized as policy leaders in sustainability. In this paper, we expand the focus beyond the leaders in sustainability as we apply a selection of socio-demographic influences of community sustainability to a large sample of U.S. communities using community classification analytics to identity a range of community types and levels of engagement with sustainability. Our typology presents an integrated and comprehensive perspective on the structure of community sustainability in the United States, highlighting key points of comparison between human capital factors such as population size and density, affluence, home ownership, and adoption of sustainability policy. The analysis provides new insights not only about community leaders in sustainability, but also communities with the civic and social capacity to do more, and the challenges that may inhibit sustainability efforts in others.