This report is the consolidated work of an interdisciplinary course project in CEE494/598, CON598, and SOS598, Urban Infrastructure Anatomy and Sustainable Development. In Fall 2012, the course at Arizona State University used sustainability research frameworks and life-cycle assessment methods to evaluate the comprehensive benefits and costs when transit-oriented development is infilled along the proposed light rail transit line expansion. In each case, and in every variation of possible future scenarios, there were distinct life-cycle benefits from both developing in more dense urban structures and reducing automobile travel in the process.

Results from the report are superseded by our publication in Environmental Science and Technology.

Public transit systems are often accepted as energy and environmental improvements to automobile travel, however, few life cycle assessments exist to understand the effects of implementation of transit policy decisions. To better inform decision-makers, this project evaluates the decision to construct and operate public transportation systems and the expected energy and environmental benefits over continued automobile use. The public transit systems are selected based on screening criteria. Initial screening included advanced implementation (5 to 10 years so change in ridership could be observed), similar geographic regions to ensure consistency of analysis parameters, common transit agencies or authorities to ensure a consistent management culture, and modes reflecting large infrastructure investments to provide an opportunity for robust life cycle assessment of large impact components. An in-depth screening process including consideration of data availability, project age, energy consumption, infrastructure information, access and egress information, and socio-demographic characteristics was used as the second filter. The results of this selection process led to Los Angeles Metro’s Orange and Gold lines.

In this study, the life cycle assessment framework is used to evaluate energy inputs and emissions of greenhouse gases, particulate matter (10 and 2.5 microns), sulfur dioxide, nitrogen oxides, volatile organic compounds, and carbon monoxide. For the Orange line, Gold line, and competing automobile trip, an analysis system boundary that includes vehicle, infrastructure, and energy production components is specified. Life cycle energy use and emissions inventories are developed for each mode considering direct (vehicle operation), ancillary (non-vehicle operation including vehicle maintenance, infrastructure construction, infrastructure operation, etc.), and supply chain processes and services. In addition to greenhouse gas emissions, the inventories are linked to their potential for respiratory impacts and smog formation, and the time it takes to payback in the lifetime of each transit system.

Results show that for energy use and greenhouse gas emissions, the inclusion of life cycle components increases the footprint between 42% and 91% from vehicle propulsion exclusively. Conventional air emissions show much more dramatic increases highlighting the effectiveness of “tailpipe” environmental policy. Within the life cycle, vehicle operation is often small compared to other components. Particulate matter emissions increase between 270% and 5400%. Sulfur dioxide emissions increase by several orders of magnitude for the on road modes due to electricity use throughout the life cycle. NOx emissions increase between 31% and 760% due to supply chain truck and rail transport. VOC emissions increase due to infrastructure material production and placement by 420% and 1500%. CO emissions increase by between 20% and 320%. The dominating contributions from life cycle components show that the decision to build an infrastructure and operate a transportation mode in Los Angeles has impacts far outside of the city and region. Life cycle results are initially compared at each system’s average occupancy and a breakeven analysis is performed to compare the range at which modes are energy and environmentally competitive.

The results show that including a broad suite of energy and environmental indicators produces potential tradeoffs that are critical to decision makers. While the Orange and Gold line require less energy and produce fewer greenhouse gas emissions per passenger mile traveled than the automobile, this ordering is not necessarily the case for the conventional air emissions. It is possible that a policy that focuses on one pollutant may increase another, highlighting the need for a broad set of indicators and life cycle thinking when making transportation infrastructure decisions.

The goal of this working paper is to provide the methodological background for several upcoming reports and peer-reviewed journal publications. This manuscript only provides background methodology and does not show or interpret any of the results that are being generated by the research team. The methodology is consistent with the transportation LCA approach developed by the author in previous research. The discussion in this working paper provides the detailed background data and steps used by the research team for their assessment of Los Angeles Metro transit lines and a competing automobile trip.

Public transportation systems are often part of strategies to reduce urban environmental impacts from passenger transportation, yet comprehensive energy and environmental life-cycle measures, including upfront infrastructure effects and indirect and supply chain processes, are rarely considered. Using the new bus rapid transit and light rail lines in Los Angeles, near-term and long-term life-cycle impact assessments are developed, including consideration of reduced automobile travel. Energy consumption and emissions of greenhouse gases and criteria pollutants are assessed, as well the potential for smog and respiratory impacts.

Results show that life-cycle infrastructure, vehicle, and energy production components significantly increase the footprint of each mode (by 48–100% for energy and greenhouse gases, and up to 6200% for environmental impacts), and emerging technologies and renewable electricity standards will significantly reduce impacts. Life-cycle results are identified as either local (in Los Angeles) or remote, and show how the decision to build and operate a transit system in a city produces environmental impacts far outside of geopolitical boundaries. Ensuring shifts of between 20–30% of transit riders from automobiles will result in passenger transportation greenhouse gas reductions for the city, and the larger the shift, the quicker the payback, which should be considered for time-specific environmental goals.

In an extreme heat event, people can go to air-conditioned public facilities if residential air-conditioning is not available. Residences that heat slowly may also mitigate health effects, particularly in neighborhoods with social vulnerability. We explored the contributions of social vulnerability and these infrastructures to heat mortality in Maricopa County and whether these relationships are sensitive to temperature. Using Poisson regression modeling with heat-related mortality as the outcome, we assessed the interaction of increasing temperature with social vulnerability, access to publicly available air conditioned space, home air conditioning and the thermal properties of residences. As temperatures increase, mortality from heat-related illness increases less in census tracts with more publicly accessible cooled spaces. Mortality from all internal causes of death did not have this association. Building thermal protection was not associated with mortality. Social vulnerability was still associated with mortality after adjusting for the infrastructure variables. To reduce heat-related mortality, the use of public cooled spaces might be expanded to target the most vulnerable.

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.

With the proposed expansions in the Valley around the Rio Salado river, a new opportunity arises to develop and innovate infrastructure which will benefit many city stakeholders. One of the areas affected by this expansion is the South Mountain Village, which is located just southeast of ASU’s Tempe campus and is the focused location of this analysis. As it stands, South Mountain Village exhibits a lack luster transportation infrastructure. Underutilized paved asphalt lots, highly distressed and failing pavement as well as inadequate pedestrian modes of transportation are all examples of poor infrastructure in need of renovation. The Rio Salado 2.0 revitalization project provides necessary funding, resources and support of the surrounding community to make progressive changes to the transportation infrastructure of South Mountain. Proposed changes to the existing transportation infrastructure will ultimately encourage connectivity between modes of transportation.

The main objective of the transportation network for Rio Salado 2.0 would be to determine the location of a centralized rail extension within the bounds of the project area. The rail extension would have the capabilities of transporting commuters from the area to Phoenix where most daily activities, such as work occur. The rail extension will focus on being centralized to maximize the accessibility for commuters but will also be influenced by heavily populated areas. In addition, the extension will also be determined by researching the most frequently used transit paths currently. Taking all these factors into consideration, a location for the rail extension will be determined. Once this goal is accomplished, another sub goal is created which involves increasing the connectivity of the transportation system.

The overall connectivity of the system is an important goal when proposing a rail extension, because there must be ways for commuters to get to the rail system. To accomplish this goal, bus routes, bike paths, and walkability of transit will all be analyzed. The system will be connected by having bike paths and sidewalks lead to bus stops that will take commuters to the rail station. In addition, bike paths and sidewalks near the rail extension will lead directly to the station to make rides quicker. Another possible option is adding a bike-sharing program to increase connectivity of the system between lines, especially those that cannot afford the maintenance and upfront cost of a well-equipped bicycle. Also, this may be a cheaper solution, the idea of the bike-sharing connecting transit rail lines, compared to building connecting transit lines, which may take more time as well. Improving the overall connectivity of the system leads to another minor goal of the transportation network for the project area, which will include improving the quality of the system.

Currently, bike paths, sidewalks, and bus stops are unattractive and disincentives the use of non-automobile transportation because of the poor condition they are in. To promote transit use, the system must be safe and desirable to use. The bike paths should be protected in high traffic areas, adequate shading around the paths should be provided for hot summers, and the bike lanes should not abruptly end. In addition, sidewalks should be shaded and be constructed properly with no infrastructure issues, such as large cracks or breaks in the cement. In order to promote cycling, off road infrastructures will be explored along the Salt River and Western Canals. In addition, to increase overall connectivity the configuration of the roadways will need to be adjusted for additional bike lanes and sidewalks. However, it is important to conduct an analysis that configures the roadway to maintain the current level of service with automobile congestion.

Sustainable mobility policy for long-distance transportation services should consider emerging automobiles and aircraft as well as infrastructure and supply chain life-cycle effects in the assessment of new high-speed rail systems. Using the California corridor, future automobiles, high-speed rail and aircraft long-distance travel are evaluated, considering emerging fuel-efficient vehicles, new train designs and the possibility that the region will meet renewable electricity goals. An attributional per passenger-kilometer-traveled life-cycle inventory is first developed including vehicle, infrastructure and energy production components. A consequential life-cycle impact assessment is then established to evaluate existing infrastructure expansion against the construction of a new high-speed rail system. The results show that when using the life-cycle assessment framework, greenhouse gas footprints increase significantly and human health and environmental damage potentials may be dominated by indirect and supply chain components. The environmental payback is most sensitive to the number of automobile trips shifted to high-speed rail, and for greenhouse gases is likely to occur in 20–30 years. A high-speed rail system that is deployed with state-of-the-art trains, electricity that has met renewable goals, and in a configuration that endorses high ridership will provide significant environmental benefits over existing modes. Opportunities exist for reducing the long-distance transportation footprint by incentivizing large automobile trip shifts, meeting clean electricity goals and reducing material production effects.