Center for Earth Systems Engineering and Management

Here I plan to use CLCA to evaluate the environmental impact (and economy by using MFA??) by changing traditional crop to AVP1 GM crop. In this study I will compare wild type (WT) and AVP1 transgenic romaine lettuce (Lactuca sativa cv. conquistador). This is a study of P fertilizer being applied on romaine lettuce from gate to grave and making a comparison between WT and AVP1 romaine lettuce. The system boundary would be commercial P fertilizers applied on all lettuce in the U.S. The lettuce includes head lettuce, leaf lettuce, and romaine lettuce. The amount of P fertilizers such as inorganic, organic, and imported, will be identified and quantified. The amount of nitrogen and potassium fertilizers will also be quantified along with P fertilizer. The amount of water will be compared between the two different lettuces as the AVP1 lettuce grows faster and the amount of days of watering would be fewer. Eutrophication will be assessed as well as N2O emission. As AVP1 lettuce has a bigger root system, I will try to quantify the extra amount of CO2 fixed into the soil via AVP1 lettuce. I will also try to project the impact of AVP1 lettuce on market price. The functional unit of LCA portion is kg usage of N and P2O5 per ton of lettuce and the functional unit of MFA is kg/ha.

The leading source of weather-related deaths in the United States is heat, and future projections show that the frequency, duration, and intensity of heat events will increase in the Southwest. Presently, there is a dearth of knowledge about how infrastructure may perform during heat waves or could contribute to social vulnerability. To understand how buildings perform in heat and potentially stress people, indoor air temperature changes when air conditioning is inaccessible are modeled for building archetypes in Los Angeles, California, and Phoenix, Arizona, when air conditioning is inaccessible is estimated.

An energy simulation model is used to estimate how quickly indoor air temperature changes when building archetypes are exposed to extreme heat. Building age and geometry (which together determine the building envelope material composition) are found to be the strongest indicators of thermal envelope performance. Older neighborhoods in Los Angeles and Phoenix (often more centrally located in the metropolitan areas) are found to contain the buildings whose interiors warm the fastest, raising particular concern because these regions are also forecast to experience temperature increases. To combat infrastructure vulnerability and provide heat refuge for residents, incentives should be adopted to strategically retrofit buildings where both socially vulnerable populations reside and increasing temperatures are forecast.

Results are available here. 

The environmental life cycle assessment of electric rail public transit modes requires an assessment of electricity generation mixes. The provision of electricity to a region does not usually adhere to geopolitical boundaries. Electricity is governed based on lowest cost marginal dispatch and reliability principles. Additionally, there are times when a public transit agency may purchase wholesale electricity from a particular service provider. Such is the case with electric rail modes in the San Francisco Bay Area.

An environmental life cycle assessment of San Francisco Bay Area public transit systems was developed by Chester and Horvath (2009) and includes vehicle manufacturing/maintenance, infrastructure construction/operation/maintenance, energy production, and supply chains, in addition to vehicle propulsion. For electric rail modes, vehicle propulsion was based on an average electricity mix for the region. Since 2009, new electricity contract information and renewable electricity goals have been established. As such, updated life cycle results should be produced.

Using recent wholesale electricity mix and renewable electricity goal data from the transit agencies, updated electricity precombustion, generation, transmission, and distribution environmental impacts of vehicle propulsion are estimated. In summary, SFMTA Muni light rail is currently purchasing 100% hydro electricity from the Hetch Hetchy region of California and the Bay Area Rapid Transit (BART) system is purchasing 22% natural gas, 9% coal, 2% nuclear, 66% hydro, and 1% other renewables from the Pacific Northwest . Furthermore, the BART system has set a goal of 20% renewables by 2016. Using the GREET1 2012 electricity pathway, a life cycle assessment of wholesale and renewable electricity generation for these systems is calculated.

Chester and Horvath (2009)