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Description
With the ongoing drought surpassing a decade in Arizona, scholars, water managers and decision-makers have heightened attention to the availability of water resources, especially in rapidly growing regions where demand may outgrow supplies or outpace the capacity of the community water systems. Community water system managing entities and the biophysical

With the ongoing drought surpassing a decade in Arizona, scholars, water managers and decision-makers have heightened attention to the availability of water resources, especially in rapidly growing regions where demand may outgrow supplies or outpace the capacity of the community water systems. Community water system managing entities and the biophysical and social characteristics of a place mediate communities' vulnerability to hazards such as drought and long-term climate change. The arid southwestern Phoenix metropolitan area is illustrative of the challenges that developed urban areas in arid climates face globally as population growth and climate change stress already fragile human-environmental systems. This thesis reveals the factors abating and exacerbating differential community water system vulnerability to water scarcity in communities simultaneously facing drought and rapid peri-urban growth. Employing a grounded, qualitative comparative case study approach, this thesis explores the interaction of social, biophysical and institutional factors as they effect the exposure, sensitivity and adaptive capacity of community water systems in Cave Creek and Buckeye, Arizona. Buckeye, once a small agricultural town in the West Valley, is wholly dependent on groundwater and currently planning for massive development to accommodate 218,591 new residents by 2020. Amid desert hills and near Tonto National Forest in the North Valley, Cave Creek is an upscale residential community suffering frequent water outages due to aging infrastructure and lack of system redundancy. Analyzing interviews, media accounts and policy documents, a narrative was composed explaining how place based factors, nested within a regional institutional water management framework, impact short and long-term vulnerability. This research adds to the library of vulnerability assessments completed using Polsky et al.'s Vulnerability Scoping Diagram and serves a pragmatic need assisting in the development of decision making tools that better represent the drivers of placed based vulnerability in arid metropolitan regions.
ContributorsZautner, Lilah (Author) / Larson, Kelli (Thesis advisor) / Bolin, Bob (Committee member) / Chhetri, Netra (Committee member) / Arizona State University (Publisher)
Created2011
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Description
This research investigates the dialectical relationships between water and social power. I analyze how the coupled processes of development, water privatization, and climate change have been shaping water struggles in Chile. I focus on how these hydro-struggles are reconfiguring everyday practices of water management at the community scale and the

This research investigates the dialectical relationships between water and social power. I analyze how the coupled processes of development, water privatization, and climate change have been shaping water struggles in Chile. I focus on how these hydro-struggles are reconfiguring everyday practices of water management at the community scale and the ways in which these dynamics may contribute to more democratic and sustainable modes of water governance at both regional and national scales. Using a historical-geographical and multi-sited ethnographical lens, I investigate how different geographical projects (forestry, irrigated agriculture, and hydropower) were deployed in the Biobio and Santiago regions of Chile during the last 200 hundred years. I analyze how since the 1970s, these hydro-modernization projects have been gradually privatized, which in turn has led to environmental degradation and water dispossession affecting peasants and other rural populations. I frame these transformations using the political-ecological notion of hydrosocial assemblages produced by the different stages of the hydro-modernity—Liberal, Keynesian, Socialist, Neoliberal. I detail how these stages have repeatedly reshaped Chilean hydrosocial processes. I unpack the stages through the analysis of forestry, irrigation and hydropower developments in the central and southern regions of Chile, emphasizing how they have produced both uneven socio-spatial development and growing hydrosocial metabolic rifts, particularly during neoliberal hydro-modernity (1981-2015). Hydrosocial metabolic rifts occur when people have been separated or dispossessed from direct access and control of their traditional water resources. I conclude by arguing that there is a need to overcome the current unsustainable market-led approach to water governance. I propose the notion of a 'commons hydro-modernity', which is based on growing environmental and water social movements that are promoting a socio-spatial project to reassemble Chilean hydrosocial metabolic relations in a more democratic and sustainable way.
ContributorsTorres Salinas, Robinson (Author) / Bolin, Bob (Thesis advisor) / Manuel-Navarrete, David (Committee member) / Larson, Kelli (Committee member) / Arizona State University (Publisher)
Created2016
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Description

Study Background: Researchers at ASU have determined that significant energy and environmental benefits are possible in the Phoenix metro area over the next 60 years from transit-oriented development along the current Valley Metro light rail line. The team evaluated infill densification outcomes when vacant lots and some dedicated surface parking

Study Background: Researchers at ASU have determined that significant energy and environmental benefits are possible in the Phoenix metro area over the next 60 years from transit-oriented development along the current Valley Metro light rail line. The team evaluated infill densification outcomes when vacant lots and some dedicated surface parking lots are repurposed for residential development. Life cycle building (construction, use, and energy production) and transportation (manufacturing, operation, and energy production) changes were included and energy use and greenhouse gas emissions were evaluated in addition to the potential for respiratory impacts and smog formation. All light rail infill scenarios are compared against new single family home construction in outlying areas.

Overview of Results: In the most conservative scenario, the Phoenix area can place 2,200 homes near light rail and achieve 9-15% reductions in energy use and emissions. By allowing multi-family apartments to fill vacant lots, 12,000 new dwelling units can be infilled achieving a 28-42% reduction. When surface lots are developed in addition to vacant lots then multi-family apartment buildings around light rail can deliver 30-46% energy and environmental reductions. These reductions occur even after new trains are put into operation to meet the increased demand.

Created2013
Description

Better methods are necessary to fully account for anthropogenic impacts on ecosystems and the essential services provided by ecosystems that sustain human life. Current methods for assessing sustainability, such as life cycle assessment (LCA), typically focus on easily quantifiable indicators such as air emissions with no accounting for the essential

Better methods are necessary to fully account for anthropogenic impacts on ecosystems and the essential services provided by ecosystems that sustain human life. Current methods for assessing sustainability, such as life cycle assessment (LCA), typically focus on easily quantifiable indicators such as air emissions with no accounting for the essential ecosystem benefits that support human or industrial processes. For this reason, more comprehensive, transparent, and robust methods are necessary for holistic understanding of urban technosphere and ecosphere systems, including their interfaces. Incorporating ecosystem service indicators into LCA is an important step in spanning this knowledge gap.

For urban systems, many built environment processes have been investigated but need to be expanded with life cycle assessment for understanding ecosphere impacts. To pilot these new methods, a material inventory of the building infrastructure of Phoenix, Arizona can be coupled with LCA to gain perspective on the impacts assessment for built structures in Phoenix. This inventory will identify the origins of materials stocks, and the solid and air emissions waste associated with their raw material extraction, processing, and construction and identify key areas of future research necessary to fully account for ecosystem services in urban sustainability assessments. Based on this preliminary study, the ecosystem service impacts of metropolitan Phoenix stretch far beyond the county boundaries. A life cycle accounting of the Phoenix’s embedded building materials will inform policy and decision makers, assist with community education, and inform the urban sustainability community of consequences.

Description

This study aims to quantify the environmental impacts of a hospital’s daily BMW disposal in the Phoenix, Arizona area. The sole option to dispose of BMW in Arizona is to sterilize the waste by sending it through an autoclave, and then dispose the sterilized waste in a landfill. This study

This study aims to quantify the environmental impacts of a hospital’s daily BMW disposal in the Phoenix, Arizona area. The sole option to dispose of BMW in Arizona is to sterilize the waste by sending it through an autoclave, and then dispose the sterilized waste in a landfill. This study used a Phoenix area hospital to create a start point for the waste and a general estimation of how much BMW the hospital disposes of. The system boundary for the LCA includes BMW generated at the Phoenix-area Hospital as it is travels to Stericycle, where it is autoclaved, and then transported to a landfill for disposal. The results of this retrospective, end-of-life LCA using this boundary enables hospital employees and policy makers to understand the environmental impact of placing items in the biohazardous waste bin.

Created2014-06-13
Description

Phoenix is the sixth most populated city in the United States and the 12th largest metropolitan area by population, with about 4.4 million people. As the region continues to grow, the demand for housing and jobs within the metropolitan area is projected to rise under uncertain climate conditions.

Undergraduate and graduate

Phoenix is the sixth most populated city in the United States and the 12th largest metropolitan area by population, with about 4.4 million people. As the region continues to grow, the demand for housing and jobs within the metropolitan area is projected to rise under uncertain climate conditions.

Undergraduate and graduate students from Engineering, Sustainability, and Urban Planning in ASU’s Urban Infrastructure Anatomy and Sustainable Development course evaluated the water, energy, and infrastructure changes that result from smart growth in Phoenix, Arizona. The Maricopa Association of Government's Sustainable Transportation and Land Use Integration Study identified a market for 485,000 residential dwelling units in the urban core. Household water and energy use changes, changes in infrastructure needs, and financial and economic savings are assessed along with associated energy use and greenhouse gas emissions.

The course project has produced data on sustainable development in Phoenix and the findings will be made available through ASU’s Urban Sustainability Lab.

ContributorsNahlik, Matthew (Author) / Chester, Mikhail Vin (Author) / Andrade, Luis (Author) / Archer, Melissa (Author) / Barnes, Elizabeth (Author) / Beguelin, Maria (Author) / Bonilla, Luis (Author) / Bubenheim, Stephanie (Author) / Burillo, Daniel (Author) / Cano, Alex (Author) / Guiley, Keith (Author) / Hamad, Moayyad (Author) / Heck, John (Author) / Helble, Parker (Author) / Hsu, Will (Author) / Jensen, Tate (Author) / Kannappan, Babu (Author) / Kirtley, Kelley (Author) / LaGrou, Nick (Author) / Loeber, Jessica (Author) / Mann, Chelsea (Author) / Monk, Shawn (Author) / Paniagua, Jaime (Author) / Prasad, Saransh (Author) / Stafford, Nicholas (Author) / Unger, Scott (Author) / Volo, Tom (Author) / Watson, Mathew (Author) / Woodruff, Abbie (Author) / Arizona State University. School of Sustainable Engineering and the Built Environment (Contributor) / Arizona State University. Center for Earth Systems Engineering and Management (Contributor)
Description

Mitigation of urban heat islands has become a goal for research and policy as urban environmental heat is a rapidly growing concern. Urban regions such as Phoenix, AZ are facing projected warming as urban populations grow and global climates warm (McCarthy et al. 2010), and severe urban heat can even

Mitigation of urban heat islands has become a goal for research and policy as urban environmental heat is a rapidly growing concern. Urban regions such as Phoenix, AZ are facing projected warming as urban populations grow and global climates warm (McCarthy et al. 2010), and severe urban heat can even lead to human mortality and morbidity (Berko et al. 2014). Increased urban heat may also have social and economic consequences such as by discouraging physical activity, reducing outdoor accessibility, and decreasing economic output (Stamatakis et al. 2013; Karner et al. 2015; Obradovich & Fowler 2017; Kjellstrom et al. 2009). Urban heat islands have been well documented in academic literature (Oke 1982; Arnfield 2003), and anthropogenic waste heat is often a major factor. The American Meteorological Society (2012) has said that anthropogenic waste heat may contribute “15 – 50 W/m2 to the local heat balance, and several hundred W/m2 in the center of large cities in cold climates and industrial areas.”

Anthropogenic waste heat from urban vehicle travel may be a notable contributor to the urban heat balance and the urban heat island effect, but little research has quantified and explored how changes in vehicle travel may influence local climates. Even with recent rapid improvements to engine efficiencies, modern automobiles still convert small amounts of fuel to useful energy. Typically, around two-thirds of energy from fuel in internal combustion engine vehicles is lost as waste heat through exhaust and coolant (Hsiao et al. 2010; Yu & Chau 2009; Saidur et al. 2009; Endo et al. 2007), and as much as 80% of fuel energy can be lost to waste heat under poor conditions (Orr et al. 2016). In addition, combustion of fuel generates water vapor and air pollution which may also affect the urban climate. Figure 1 displays where a typical combustion engine’s fuel energy is used and lost. There has been little research that quantifies the influence of vehicle travel on urban anthropogenic waste heat. According to Sailor and Lu (2004), most cities have peak anthropogenic waste heat values between 30 and 60 W m-2 (averaged across city) and heating from vehicles could make up as much as 62% of the total in summer months. Additionally, they found that vehicle waste heat could account for up to 300 W m-2 during rush hours over freeways. In another study, Hart & Sailor (2009) used in situ measurements in Portland, OR to evaluate spatial variability of air temperatures on urban roadways. They found that air masses near major roadways are some of the warmest in the region. Although some of the warming is attributed to pavement characteristics (imperviousness, low albedo), an average increase of 1.3 C was observed on weekdays relative to weekends along roadways. The authors offer increased weekday traffic density and building use as the likely contributors to this discrepancy. These previous studies indicates that vehicle related waste heat could be an important consideration in the urban energy balance. If significant, there may exist viable strategies to reduce anthropogenic waste heat from urban vehicle travel by increasing the fleet fuel economy and shifting to electric vehicles. This could offer cooling in urban areas around roadways were pedestrians are often found. Figure 2 visually demonstrates waste heat from vehicles (including an electric vehicle) in two thermal images.

Created2018-01-15