lca _addendum environmental profiles methodology

8/14/2019 LCA _addendum Environmental Profiles Methodology

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BREBucknalls Lane

GarstonWatford

WD2 7JR

Tel: 01923 64000 Fax: 01923 664010

Email: [email protected]. Building Research Establishment Ltd 2000

DETR Framework Project:Support for Government Policies

on Sustainable Development

Addendum to BRE Methodology forEnvironmental Profiles of ConstructionMaterials, Components and Buildings

Prepared by:Jane Anderson and Suzy Edwards

Centre for Sustainable Construction

July 2000


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BRE Environmental Profiles Methodology, Beyond the Factory Gate

1

Executive Summary

This report is to be read in conjunction with the BRE Methodology for EnvironmentalProfiles of Construction Materials, Components and Buildings report, BR 3701.

The BRE Methodology for Environmental Profiles of Construction Materials,Components and Buildings (Howard, Edwards & Anderson, 1999) was published inJune 1999. Since then BRE have continued their research into the Life CycleAssessment of construction materials and other LCA methodologies, with theintention of improving the Environmental Profiles Methodology. Particular attentionhas been directed to the later stages of the life cycle of building materials, from thefactory gate to the construction site, over the building life and including the end of life.

The Environmental Profiles Methodology has been advanced in four main areaswhere it previously made use of simple assumptions or did not include data, and thisaddendum describes how the methodology can now be applied. The aim has beento ensure that the Methodology is representative of current UK activity and gives a

fair representation for all construction materials.

The areas are as follows:

1. Transport to Site: The Methodology has now been advanced to more closelyreflect the actual transport impacts associated with the transport from FactoryGate to Site for particular products.

2. Construction Process: The Methodology will seek to incorporate wastage ofconstruction materials on site when robust information is available.

3. Lifetime Impacts: The Methodology has been advanced to more accuratelyreflect the replacement within elements through the adoption of a revised formulathat uses fractions for calculating replacement rates. The Methodology has been

extended to include cleaning. Data sets for the maintenance, cleaning andreplacement of building materials have been also been established.

4. Demolition and Disposal: The Methodology has been advanced to provide dataon disposal streams of construction materials to be used in EnvironmentalProfiles. As European methods and data relating to the impacts arising fromwaste disposal develop, BRE will seek to incorporate them into the EnvironmentalProfiles Methodology.

The Environmental Profile Methodology will and must continue to adapt toaccommodate new data and new science. Continued collaboration with UK materialproducers and users and with other research bodies overseas is an important part ofthat process

1BR370 may be purchased, priced 40, from BRE on 01923 664307


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CONTENTS

page

Introduction 3

Summary of Changes to Environmental Profiles Methodology 4

1. Transport From Factory Gate to Site 6

2. Construction Process 11

3. Lifetime Impacts 12

4. Demolition and Disposal 15

Bibliography 18

Appendices 19


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3

Introduction

The BRE Methodology for Environmental Profiles of Construction Materials,Components and Buildings (Howard, Edwards & Anderson, 1999) was published inJune 1999. Since then research has continued into current practice in the UK

construction industry and into work on LCA methodologies overseas, with theintention of making the Methodology more accurate with respect to the products itassesses and to remain up to date with best international practice. Particular focushas been placed on the later stages of the life cycle, which occur once the producthas left the factory.

A paper produced at the end of the original Environmental Profiles Project(Construction Materials and the Environment, A Survey of Life Cycle InformationData, ENP 98/7) identified four areas within the boundaries of the EnvironmentalProfiles Methodology as subjects for continuing investigation. They were:

1. Transportation:

2. Construction Process:3. Replacement and Maintenance.4. Demolition and Disposal.

As with the original Environmental Profiles Methodology, BRE worked withrepresentatives of the construction materials industry to obtain a consensus ondevelopment of these areas of the methodology. This addendum to the BREMethodology describes in detail the changes to the Environmental ProfilesMethodology. These changes are described relative to the existing EnvironmentalProfiles methodology described by Howard, Edwards & Anderson (1999).

During research, data was sought to represent current UK activity and continue the

practice of the Environmental Profiles Methodology to fairly represent all constructionmaterials. The progress of the work has been monitored by a steering group of 20representatives from the construction materials sector. The full list of theserepresentatives is provided in Appendix D.

This addendum together with the main Methodology Report represents the state ofplay at July 2000.


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Summary of Changes to Environmental Profiles Methodology

The aim of the Environmental Profiles Methodology is to set out the principles to befollowed in undertaking a Life Cycle Assessment study of a construction material.The methodology sets out the procedures and information required in order to

undertake the study. It does not provide data accumulated from materials alreadystudied, except in order to demonstrate the process. Data on materials are held onthe Environmental Profiles Database.

The July 2000 changes to the June 1999 Environmental Profiles Methodology aresummarised below. Full details of these changes can be found in the relevantchapters that follow.

Transport

The data used to calculate transport impacts from the factory gate to construction sitein Environmental Profiles is now assessed by means of a questionnaire. Where data

is not supplied, the Methodology has been advanced as follows: The distance of each journey is still taken from the average haul from the DETR

Transport Statistics (e.g. DETR 1996) for given vehicle type and commoditytransported.

The number of journeys each material makes between leaving the factory gateand arriving on site is calculated using a factor based on data from previoussurvey responses.

The goods moved by each type of vehicle for a materials commodity type areused to weight the average fuel consumption for a journey.

The size of the vehicles load of each product is a based on the typical load for amaterials commodity type (taken from DETR transport statistics).

A 30% chance of an empty return journey is presumed for materials deliveries

unless other evidence is presented by BRE or the manufacturer.

Construction Waste

It has been recognised that the Methodology should be updated to allow for materialswastage during the construction process. Profiles for built elements will account forthis waste by increasing the amount of material required to build each element by anappropriate percentage.

Maintenance

BRE Methodology now includes typical cleaning of building elements over theirlifetimes.

Replacement

Material replacement rates will be calculated as fractions based on building life andmaterial lifetimes. BREs replacement rates continue to reflect actual lifetimes in use.

Waste Streams

A method to account for disposal streams of demolition waste is established for use

in Environmental Profiles. New data in this area will be used for allocating disposalimpacts to elements.


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Waste Disposal

Following further investigation, there is no change to the BRE Methodology.However, BRE will continue to monitor international developments in LCA methodsfor waste disposal and incorporate more detailed techniques as these become

available.


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6

1. Transport From Factory Gate to Site

BREs previous Environmental Profiles approach calculated transportation impactsfrom the factory gate to site based on the following pieces of data sourced fromDETR Transport Statistics (e.g. DETR 1996):

The loaded distance of each journey taken from the average haul from theDETR Transport Statistics for the modal vehicle type (by tonne kms) andcommodity transported.

A single journey from the factory gate to site. The mode of transport for each journey based on the modal vehicle type for

each commodity from DETR Transport Statistics. The size of the vehicles load of each product. This is a function of the modal

vehicle size and material density. An empty return journey, which doubles the vehicle kms needed to make each

delivery.

BRE were aware that a single journey from factory gate to site was ofteninappropriate, because of the use of depots and merchants. A transport survey hastherefore been developed to provide a more accurate indication of transport. A copyis in Appendix A.

The transport survey was circulated amongst Steering Group members. Based ontheir response, the previous Methodology has been adapted to account for transportwhere the questionnaire has not been completed or where the data is not complete.

Loaded Delivery Distance

The limited data on journey distances from the BRE survey are similar to the distance

data from UK statistics. The differences between the BRE and UK data are of limitedstatistical significance. Where the transport survey does not provide data on thetypical delivery distance from Factory Gate to site, the Environmental Profilesmethodology will continue to use the average haul from the UK Transport Statistics.Better data may be used to alter the average journey distance in future.

Number of Journeys

In the previous Environmental Profiles Methodology, the number of journeys betweenfactory gate and construction site was assumed to be 1. All the responses to BREstransport survey have produced data on the number of journeys between the factorygate and construction site and gave an average number of journeys of 1.5.

Where the transport survey does not provide data on the number of journeys, a figureof 1.5 journeys between the factory gate and the construction site will be used untilbetter data for individual materials emerges.

Transport Mode

In the survey responses only one material recorded transport by anything other thanroad. Unless the transport questionnaire provides other information BRE willcontinue to presume that the mode of transport is by lorry. Previously all roadtransport was assumed to be by vehicle of the modal size (by tonne kms). These

sizes were based on DETR transport statistics and relate to different commodities.This assumption will now be revised.


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The types of vehicle used are now subdivided into eight categories, each with adifferent fuel consumption rate per km (it is fuel consumption that determines themajority of environmental impacts). From these eight types, the average fuelconsumption figure has been calculated for each commodity (averaged over thetonne km in each vehicle type).

Vehicle Load

The vehicle load was previously calculated from the modal vehicle size for eachcommodity type. In line with the extra detail being incorporated within the VehicleMode, the Environmental Profiles Methodology dealing with Vehicle Load has alsobeen improved.

From the eight vehicle types, an average vehicle capacity figure has been calculatedfor each commodity type (averaged over the tonne km in each vehicle type). Foreach individual material, the vehicle load will be calculated based on the density and

the capacity of the typical vehicle for its commodity type.

Table 1.4 Vehicle Mass Capacity for Transportation Calculations

Vehicle Class (GLW) Typical Vehicle (GLW) Maximum net laden weight

Rigid Lorry

< 7.5t 7t rigid lorry 4t

7.5t 14t 14t rigid lorry 7.5t

14t 17t 17t rigid lorry 9t

17t 25t 25t rigid lorry 14t

> 25t 27t rigid lorry 16t

Articulated Lorry

< 30t 25t articulated lorry 14 t

30t 33t 32t articulated lorry 18 t

> 33t 38t articulated lorry 23 t

Source: DETR Transport Statistics 1996

Transport of freight by rail or container shipping are calculated usingEnvironmental Profiles which show the impacts of transport for 1000 tonnekilometres. Because materials are containerised and transported in bulk bythese methods, the same profile can apply to the transport of 1 tonne for 1000kilometres, 1000 tonnes for 1 kilometre, or 50 tonnes for 20 kilometres etc.For these types of transport, no empty journeys are assumed, because the

ship or locomotive is always assumed to pick up a new load at each port ordepot.


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Table 1.5 Typical loads of Construction Materials of Different Materials by Vehicle Size

Rigid Artic


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Calculating Transportation Impacts

A Characterised and Normalised Profile for 1000 kms of typical transport modes hasbeen added within the BRE Environmental Profiles database, together with guidancefor their use, repeated below. An example Profile, for a 33 tonne articulated lorry isshown in Appendix C. This relates to a laden or unladen journey of 1000 kms. By

taking account of the load of the vehicle, the Environmental Profile can be calculatedfor the per tonne transport impacts of any given material and distance using thatvehicle type.

To obtain the Environmental Profile for the transport of 1 tonne of material 1000 kmsin a typically laden vehicle, it is necessary to divide the impacts from the vehiclesjourney by the mass of the typical load transported in that journey. For the majorityof materials, the mass of the typical load is very close to the maximum net ladenweight of the vehicle, even if this means that the volume of the lorry is not totallyutilised. The exceptions to this are very lightweight materials such as insulation.However, transport of these materials can utilise specially adapted vehicles which

increase the volume of load carried (e.g. an HGV towing a second trailer).

The steps for calculating the Environmental Profile for the transport of a given massof material (M) over a given distance (D), are as follows. An example, for anarticulated lorry of over 33 tonnes is given later.1. Select the Environmental Profile for a 1000 km journey for the mode of

transport being considered, eg 33+ tonne articulated lorry.2. Calculate the total distance for the chosen haul in kilometres by taking

account of any empty return journey by multiplying D by a factor F. Forexample, the default assumption in the Methodology is that 30% of deliveriesare followed by an empty return journey, so F=1.3.

3. Multiply the profile by FD/1000. (This is to allow for the original profile being

for 1000 kms.)4. Calculate the number of trips made by the lorry (T). This is equal to M/L,

rounded up to the nearest integer, where L is the net load. L cannot begreater than the maximum net load for the vehicle, shown in the table 1.4below. If the typical net load is not known, it can be taken from the DETRstatistics shown in table 1.5. For lightweight materials (with a density lessthan about 225kg/m3), special conditions apply.

5 Multiply the profile by the number of trips, T.

The Environmental Profile therefore equals the profile for the 1000 km journey,multiplied by FDT/1000, where T= M/L rounded up to the nearest integer.

EXAMPLE

Calculation for the transport of 100 tonnes of material, 80 km, by a fully ladenTypical Large Truck (33+ tonne articulated lorry) carrying 23 tonnes ofmaterial, with a 30% chance of returning empty. Therefore M=100, D=80, L=23,

F=1.3.

1. The Environmental Profile used gives the impacts I, produced by a 33+ tonnearticulated vehicle, travelling 1000 lorrykms, laden or unladen.

2. To account for empty return journeys; the lorry has a 30% probability ofdriving back empty from the delivery point to the start point to pick up a newload. Therefore F=1.3.


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3. The Impacts I, are multiplied by the total journey distance (FD = 104) anddivided by 1000.

4. The number of trips T = M/L = 100/L. Because the lorry is fully laden, L = thenet laden weight, in this case L = 23 tonnes. The net laden weight variesbetween different material types (see table 1.5). The number of trips =

100/23, rounded up to the nearest integer. 100/23 = 4.35 so T = 5.

5. The result from 3. is multiplied by T = 5, as 5 trips will need to be made totransport 100 tonnes of material.

The impacts (I) for the transport of 100 tonnes of material, 80 km, by a fully ladenTypical Large Truck (33+ tonne articulated lorry), therefore equals

I*FD*T/1000 = I*104*5/1000 = 0.52 I.

For example, in the Profile in Appendix D, the impact in the Climate Change

category is 1300 kg of CO2 (100yr equivalent). This figure is multiplied by 0.52 andbecomes 676 kg of CO2 (100yr equivalent).

To obtain an Environmental Profile per tonne of material at the construction site, weneed to divide the impacts of the whole journey to the site by the load M. This pertonne profile can then be used to compare or add the transport of a material to itsper tonne to the Factory Gate Environmental Profile. Care must be taken to ensurethat transport and other impact data for products are compared over the samefunctional units.


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2. Construction Process

BREs Environmental Profiles Methodology previously assumed that the impacts ofthe construction process were small relative to the overall impacts of constructionmaterials and were similar for most materials. They were thus omitted from

consideration.

Resources Used in Construction

Various efforts are now being made measure the efficiency and productivity of theconstruction process. One such approach uses Calibre, a BRE tool which monitorslabour performance on site, and has the ability to measure on-site resourceconsumption. To date, an insufficient number of sites have been monitored, to allowconstruction resources to be included in life cycle assessments for all constructionproducts.

There remain environmental impacts from construction sites which are significant to

Environmental Profiles and which cannot be practically included in the Methodologyat present (e.g. water pollution from construction sites). Environment Agencymonitoring of construction sites is a potential future data source.

Wastage

Recent studies by the BREs Centre for Waste and Recycling using the newSmartWaste tool have affirmed the findings of earlier studies by CIRIA (1993) andSkoyles (1976) which showed that approximately 10% of materials brought to sitewere not used as specified. It is recognised that the materials in the EnvironmentalProfiles database have a certain wastage rate (or percentage) associated with theiruse in the construction process.

However, these studies have not been able to provide information that can beenused robustly for all construction materials on a level playing field. BRE areengaging in further research in this area so that site wastage can be betteraccounted for in Environmental Profiles. This will be developed for existing buildingelements held within the database. For all new products, consultation withmanufacturers and contractors will take place.

Wastage rates are different for all materials and in different applications. For eachmaterial use, BRE will consult with materials producers and contractors to agree anappropriate figure for inclusion within elemental profiles. Profiles for built elementsaccount for this waste by increasing the amount of material required to build eachelement by the appropriate percentage.

Summary of Changes to Construction Waste Methodology

It has been recognised that the Methodology should be updated to allow for materialswastage during the construction process. Profiles for built elements willaccommodate this waste by an increased amount of the materials required to buildeach element, by the appropriate percentage.


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3. Lifetime Impacts

Environmental burdens arise from the maintenance and replacement of a buildingelement through its lifetime. These two types of ongoing burdens are included inProfiles for 60yr building elements using new data.

Maintenance:

The BRE Methodology has previously only included maintenance as repainting andre-varnishing of wooden surfaces. The Methodology will include all materials usedfor maintenance and cleaning of building elements over their 60 year life i.e.electricity, waste and detergents. Cleaning rates per annum and their associatedresource consumption, and maintenance rates are shown in appendix B. WhereEnvironmental Profiles for new materials are considered, typical data on themaintenance and cleaning required for the material or product will be assessed inconsultation with the manufacturer or trade association.

Although the resources used in cleaning are small, they are multiplied by a largefactor when a buildings lifetime and internal surface area are fully accounted for.Initial studies indicate that cleaning accounts for at least 1.5% of a buildings totalenvironmental impact over a 60 year lifetime. Were labour transport to be included, itis clear that the impact of cleaning would be much higher and the way the data ispresented here would allow a transport factor to be included, should this be availableat a later date.

Summary of Changes to Maintenance Methodology

BRE Methodology now includes typical cleaning of building elements over theirlifetimes.

Replacement Lifetimes:

Calculation MethodThe BRE Methodology use the fractions method of calculating replacement rates forbuilding elements. This will avoid step changes to results in models where thelifetime of the building can alter, such as ENVEST.

Replacement factors will be calculated using the following formula:

For first half of the elements lifetime = 1Subsequently = building lifetime + 0.5

element lifetime

Fractions are used to reflect the typical level of replacement. For example, if thebuilding lifetime is 60 yrs and a element lifetime is 25 yrs, then the replacement factoris 2.9 (60/25 + 0.5 = 2.9). This reflects the probable number replacements for thatelement over the buildings life: there is a 90% chance that it will be replaced twice(replacement factor = 3) and a 10% chance it will be replaced once (replacementfactor = 2).

Replacement Rates

When a replacement interval for a building element is less than the lifetime of thebuilding, replacement will take place a certain number of times. Although elements


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may be durable for many years (to when replacement must take place), BREMethodology models actual lifetime, as replacement will be dictated by taste andbuilding use.

Elements that are fundamental to the building structure will have a lifetime that isequal to the buildings life. Other elements will have their replacement rates

calculated from constituent material lifetimes, which may vary in different elementalcontexts. BREs current material lifetimes are shown in appendix B. These lifetimesare used in 60 year building element Profiles. They are also a guide to the rates thatmay be used with Environmental Profiles for installed elements by individualscalculating lifetime elemental Profiles. Where Environmental Profiles for newmaterials are considered, typical data on the replacement intervals will be assessedby BRE in consultation with the manufacturer or trade association.

Summary of Changes to Replacement Methodology

Material replacement rates will be calculated as fractions based on building life andmaterial lifetimes. BREs replacement rates continue to reflect actual lifetimes in use.


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4. Demolition and Disposal

Demolition Activity:

The assumption that the resources consumed in the demolition process are small

relative to the overall environmental burdens of construction, is still held. The issuecould be appropriate for a detailed investigation of different demolition processes orheavy forms of construction, but is not so significant for a general-application LCAmethodology such as Environmental Profiles.

Destinations of Demolition Waste:

The Environmental Profiles Methodology currently models: The percentage of material going to landfill, incineration and recycling. These are

taken as the waste disposal stream fates for each material within 60 year lifeelement Profiles.

The fate of Carbon sequestered within materials up to 100 years beforemanufacture, over the 60 year building life or during the first 100yrs in landfill.Therefore carbon which exchanges with the atmosphere as Carbon Dioxide orMethane is accounted for within Climate Change impacts for 60 year life Profiles.

Methodology

The Environmental Profiles Methodology aims to consider each construction materialin turn, and trace the fate for that material within the waste disposal stream. Thesame material used in different elements may have different disposal streams forexample timber used in floorboards may have a different disposal stream to timber

used in window frames, similarly brickwork may have a different disposal streamwhen lime mortar has been used.

A completed disposal stream will give the total mass of the material arising each yearas demolition waste, and account for 100% of this material between different disposalfates, e.g. registered landfill, recycling, reuse, incineration with energy recovery,burning on site etc. Unregistered landfill is defined as filling where virgin aggregatewould not have been purchased if demolition waste were not used. Details of typicaltransport for each fate will also be included.

The environmental impacts for each fate within the disposal stream will then bemodelled. The impacts for recycling or re-use will be allocated to the recycled orreused materials.

The Methodology models: The percentage of each material going to each waste stream fate. The impacts

arising from those fates are not yet modelled. The fate of Carbon sequestered within materials, which will continue to be

modelled as above.

Transport of Waste

Currently the environmental issue Waste Disposal, measured in tonnes of waste

arising, is taken as a proxy to cover all the impacts of waste disposal, includingtransport of demolition waste. Where material is reused or recycled, then the


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impacts of transport from the demolition site to the point of reuse are included withinthe Environmental Profile of the recycled/reused product.

Data on typical transport of demolition waste to landfill or incineration are not yetknown for any specific materials. This is an area where further research will benecessary before the Methodology can be modified. Work in the Centre for Waste

and Recycling at BRE is continuing in this field.

Current Application of the Methodology to Specific Materials

Disposal Streams Data

A recent BRE survey Reclamation and Recycling of Building Materials: IndustryPosition Report (Hobbs and Kay, 2000, BRE Information Paper 7/00) has providedthe best data to date on the destination of demolition waste in the UK. However,further data should emerge from a survey commissioned by the Environment Agencyin May 2000.

Summary of Changes to Waste Streams Methodology

A method to account for disposal streams of demolition waste is now established foruse in Environmental Profiles. New data in this area will be used for allocatingdisposal impacts to functional units. Where Environmental Profiles for new materialsare considered, waste disposal streams for the material or product will be assessedin consultation with the manufacturer or trade association.

Burdens From the Disposal of Demolition Waste:

BRE conducted an international survey of current practice on landfill &incineration within LCA. The survey was made of members of the SETAC workinggroup on LCA and Building materials. The survey was sent by e-mail in September1999, with 20 respondents, from Europe, Australia and America.

From this survey, it is clear that the current BRE Methodology is typical of otherleading LCA methodologies in its approach to waste. It has been concluded from thesurvey and other research undertaken into potential sources of data that it is not yetpossible to incorporate material specific impacts from whole disposal into LCAmethodology and achieve level playing field results.

The exception to this rule is for organic products. The Methodology considers thebreakdown and combustion impacts of timber in order to complete the carbon cycleperspective which is begun at the point of planting a seedling and accounting fortimber sequestration in the growth phase. Timber cannot be assumed to be CO2neutral according to the assumption above because not all timber is burnt at the endof its life. The Methodology therefore traces the exact fate of timber including timbergoing to landfill where it can decay creating methane. There is also evidence thatwaste construction timber is burnt at construction sites. All impacts from open airburning of timber will be included in Environmental Profiles and allocated to thetimber product.


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Conclusion

The BRE Methodology will remain as described within the original BRE Methodologydocument. This means that impacts from waste at disposal sites and during the lifecycle (from manufacturing and construction) are considered in terms of the massarising and being sent to disposal. At the present time there is no further, reliable,

data available which is appropriate to use to quantify the impacts of either general orproduct specific waste in landfills and incinerators. Until further work has beenachieved, the mass of waste arising will be used as a proxy for the impacts ofproducts in landfill. The exception to this is timber, whereby methane and carbondioxide emissions will continue to be included in life cycle impact calculations in orderto give a complete analysis of the carbon cycle.

Summary of Changes to Waste Disposal Methodology

There is no change to the BRE Methodology. However, BRE will continue to monitor

international developments in LCA methods for waste disposal and look to includedevelopments which reflect current practice and do not disrupt the level playingfield.


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BIBLIOGRAPHY

CIRIA Special Publication 94 (1993) Environmental Issues in Construction. CIRIADETR (1996) Transport of Goods by Road in Great Britain, The Stationery OfficeDETR (1997) Continuing Survey of Road Goods Transport.Hobbs & Kay (2000) BRE Information Paper 7/00. CRC, London

Howard N., Edwards S. & Anderson J. (1999) BRE Methodology for Environmental Profiles ofconstruction materials, components and buildings. CRC, London.Neilsen et.al. (1998) Product Specific Emissions form Municipal Waste Landfills InternationalJournal of LCA. vol 3: (3) 158-168 & (4) 225-236. Ecomed, Germany.Royal Commission for Environment (1993) 17

thReport. HMSO, London.

Skoyles E. (1976) Materials Wastage A Misuse of Resources. BRE CP 67/76. DOE.Wainwright W.H. & Wood A.B. (1981) Practical Builders Estimating, Fourth Edition.Hutchinson & Co Ltd. London.


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Appendix A

BRE QUESTIONNAIRE FOR TRANSPORT DATA COLLECTION BEYONDTHE FACTORY GATE

Background

The Building Research Establishment (BRE) is keen to obtain betterinformation on the environmental impacts arising from activities and

processes beyond the factory gate. As part of the Beyond the FactoryGate Framework project supported by DETR and your industry, this

questionnaire has been provided for the collection of data on transport routesand modes from the manufacturer of construction materials to the constructionsite

This data will be used to estimate the typical transport impacts associated with thetransport of different construction materials from factory to site. This questionnaire

requests the raw data that will allow these calculations to be made.

BRE has analysed data provided by DETR from their Continuing Survey of RoadTransport and proposes to use the data on mean transport distance (loaded andempty journey), load and fuel consumption of vehicle for different commodity typesprovided by this analysis as the basis for this study. Data on vehicle type, loadingand distance travelled is therefore only requested where it is easily available. It isnot intended that this survey should take hours to complete! BRE will compareany actual transport data provided with the data analysis of the DETR statistics.

QUESTIONNAIRE

1. SOURCE

Please give information about the source of the data for this questionnaire, eg factory details,trade organisation etc.

Company/Organisation:

Address:

Telephone and Fax:Contact:

2. PRODUCTS

Please give details of the product(s) covered by this questionnaire. If it is more convenient,please complete a separate questionnaire for each product.

Product 1

Product 2


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Product 3

Product 4

3. QUALITY OF DATA

AgePlease indicate below the start and end months and the year(s) in which the data in thisquestionnaire was collected.

Start month and year

End month and year

4. TRANSPORT PROCESS DIAGRAM

Below is a process diagram for an imaginary Product X showing some of the possibletransport scenarios expected to arise relating to the transport of constructionmaterials to site.

Figure 1

In the box overleaf, please insert a Transport Process Diagram similar to that shown in Figure1 to illustrate the transport routes for Products where you are able to provide data. Handdrawn diagrams are expected. If several products are covered, you may find it easier to draw

separate diagrams for each product using the further boxes provided. When creating thediagram, please consider the points listed below in Section 5.

10%

FACTORY

Site

FurtherManufacturingProcess

BuildersMerchant

DistributionCentre

LocalDepot

10%RAIL

75 miles

10%

40%

10%

50%BOAT

30 miles

10%

30%

30%

All Transport by Roadunless otherwisestated

TRANSPORT PROCESSDIAGRAM FORPRODUCT X


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PRODUCT:

5. TRANSPORT

Product: Please give details of the product or products which take these routes.

Routes: Please show the various routes used to transport the product from factory to site: egdirect to site; factory to distribution centre to site; factory to builders merchant to site; direct tosite (builders merchant controlled) etc. If part of the factory production is exported, thisshould be shown with just one arrow pointing to EXPORT and showing the amount exported.

Proportion following route: Please give the amount of the product(s) following each stageof the route, eg 25%, _ or 1nil,nilnilnil tonnes (total output must also be given if amounts areused). If using percentages or proportions, please ensure that these always relate to the totalproduction of the product.

Mode of Transport: Building materials are commonly transported by road, rail and water.Please indicate the mode of transport for each stage of the journey from factory to site.

If details can be easily obtained, please list average load, distance and type of vehicle.


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PRODUCT :

PRODUCT :

Please Return to: Rebecca White, Centre for Sustainable Construction, BRE, Garston, Watford, WD27JR


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Appendix B

Lifetime impacts for Typical Building Elements

Cleaning Schedule

Activity 1 Activity 2

Item action frequency p.a. action frequency p.a.

outer surfaces

outer glass wash 12

other outer skin -

windows

wooden frame wash 4

steel frame wash 4

alu frame wash 4

inner glass wash 12

Floor finishscreed floor sweep 50

stone tile floor sweep 50

wood tile floor sweep 50 buff 50

plastic tile floor mop 100 patch 5

cork tile floor sweep 50 buff 50

vinyl floor finish mop 100

vinyl tile floor mop 100 patch 5

linoleum tile floor sweep 50 mop 50

linoleum floor finish sweep 50 mop 50

rubber tile floor sweep 50 mop 50

wool carpet vacumn 100

nylon carpet vacumn 100block flooring sweep 50 polish 10

chipboard floor sweep 50

polished softwood floor sweep 50 polish 10

polished hardwood floor sweep 50 polish 10

internal wall surfaces

plasterboard -

steel sheet -

chipboard -

inner glass Wash 50

plaster + painted wall -

plasterboard wall finish -

wood wall finish -

faced wall board finish -

wooden board wall finish -

plastered wall -

painted wall -

tiled wall wash 25

Ceiling surface

painted ceiling -

plastered ceiling -

ceiling board -

metal -

tiled ceiling wash 12Sources: Maintenance Cycles and Life Expectancies of Building Components and Materials, NBA ConstructionConsultants. HAPM Manual. BMI Occupancy Cost Planning Guide. BRE Green Guide to Specification.


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resource use per m2 (excluding labour input)

activity water (kg) electricity (kWh) detergent (kg)

wash 0.5 0 0.003sweep 0 0 0

mop 0.5 0 0.003

vacumn 0 0.125 0

buff 0 0.125 0

polish 0 0.125 0

Source: Life Cycle Assessment Study on Resilient Floorcoverings. Fraunhofer Institute

Appendix CEnvironmental Profile for 1000km of transport by a 33 tonne articulated lorry

Approved Environmental ProfileCharacterised and Normalised Data for:1000 km by typical large truck

Start Date 1 January 1997End Date 31 December 1997Source of Data DETR

Geography UK TransportationRepresentativeness Typical Articulated LorryLCA Methodology BRE

Allocation 100% to product by value

Date of Data Entry 1 December 1999Boundary Cradle to GraveComments For truck journey of 1000km, tonne km dependent on load. Return journey

excluded

Issue Characterised Data UnitClimate Change 1300 kg CO2 eq. (100yr)

Acid Deposition 12 kg SO2 eq.

Ozone Depletion 0 kg CFC11 eq.

Pollution to Air: Human Toxicity 14 kg tox.

Pollution to Air: Photochemical Ozone Creation Potential 1.8 kg ethene eq.

Pollution to Water: Human Toxicity 0 kg tox.

Pollution to Water: Ecotoxicity 0 m3 tox.

Pollution to Water: Eutrophication 2 kg PO4 eq.Fossil Fuel Depletion 0.4 toe

Minerals Extraction 0 tonnes

Water Extraction 0 litres

Waste Disposal 0 tonnes

Transport Pollution & Congestion: Freight 1000 tonne.km

Issue Normalised Data UK CItizen's ImpactsClimate Change 0.1 12300 kg CO2 eq. (100yr)

Acid Deposition 0.21 58.9 kg SO2 eq.Ozone Depletion 0 0.286 kg CFC11 eq.Pollution to Air: Human Toxicity 0.15 90.7 kg tox.Pollution to Air: Photochemical Ozone Creation Potential 0.055 32.2 kg ethene eq.

Pollution to Water: Human Toxicity 0 0.0117 kg tox.Pollution to Water: Ecotoxicity 0 178000 m3 tox.


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Pollution to Water: Eutrophication 0.25 8.01 kg PO4 eq.Fossil Fuel Depletion 0.097 4.09 toe

Minerals Extraction 0 5.04 tonnesWater Extraction 0 418000 litresWaste Disposal 0 7.19 tonnes

Transport Pollution & Congestion: Freight 0.24 4140 tonne.km

sPrimary Energy 17 GJ(C) Crown and Building Research Establishment 1999

Environmental Profiling is an independent environmental information scheme run by BRE. The Profile is basedon data provided by manufacturers for the period stated. BRE has no responsibility for the environmentalperformance of the product. Profiles may only be distributed in their entirety and in accordance with the termsand conditions of any contract.


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Appendix D

Construction Materials Industry Members of the Project Steering Committee

Charles Houghton: EURISOLDennis Higgins: CSMAJohn Bowdidge: EURISOLDavid Duke-Evans: Wood Panel Industries FederationLes Richardson: Clay Products AssociationMichael Samsom: Steel Construction InstituteLindon Sear: Quality Ash AssociationPaul Jervis: British Plastics Federation.Katherine Gaylarde: Timber Trade FederationJoanne Deeley: British Precast Concrete FederationTori Oldridge: The Clay Roof Tile Council

Frank Brookes: British Wood Preserving and Damp-Proofing AssociationRichard Smith: Brick Development AssociationIan Winroth: Gypsum Products Development AssociationLes Parrott: British Cement Association.Martin Southcott: Reinforced Concrete Council.Allan Wilen: National Council of Building

lca _addendum environmental profiles methodology

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