Red mud is a waste originated in the processing of bauxite into aluminium, which properties of high alkalinity make it cumulatively stored, occupying increasing deforested areas. Annually, it is estimated that approximately 117 million tons of red mud are generated in the world, with no prospect of use, what represents an imminent risk of pollution prone to contamination. Nevertheless, environmental liabilities caused by red mud affect not only the environment, but also the companies responsible for the waste, which will be subject to highest fee payments. Although there are studies that prove the feasibility of using this solid waste in the constitution of ceramic materials, there are no large-scale applications. This study seeks to evaluate the possibilities of red mud application in construction industry, focusing into two main areas: cement production/ceramic material and road construction. Backgrounds from other researchers were taken into consideration and analysed according environmental, economic and technical feasibilities.

The need for sustainable practices in the construction sector has never been more pressing, as the sector seeks to mitigate its carbon footprint, water consumption, and waste generation. The integration of building information modeling (BIM) and life-cycle assessment (LCA) emerges as a promising solution for rapidly and accurately evaluating the environmental impact of construction. This integration has the potential to empower stakeholders to make informed decisions, paving the way for a more environmentally conscious future in the construction sector. However, there are still challenges to overcome before this is a standard procedure. Data interoperability and standardized classifications necessitate ongoing research. To understand the potential of BIM–LCA integration in minimizing carbon emissions in constructions, this study focuses on a hypothetical renovation project, unraveling the mechanics of BIM–LCA integration and exploring its challenges and opportunities. While the existing literature acknowledges the potential benefits of BIM–LCA integration, few research efforts delve into the specific issues that practitioners may face. Our approach seeks to fill this gap by presenting a holistic view of the integration process, highlighting the practical steps and addressing the intricacies involved. The results show that the most relevant information when performing a BIM–LCA integration using Revit^® (v 2022) and OneClick LCA (OCL) is the name-property given to the materials within Revit^®. Despite the advances made by this semi-automated approach, interoperability and data accessibility challenges remain. The results show that automated material identification relies on Revit^® classifications and necessitates careful modeling practices to prevent impact-calculation redundancy.

Life cycle assessment (LCA) tools have been used by governments and city administrators to support the decision-making process toward creating a more sustainable society. Since LCA is strongly influenced by local conditions and may vary according to various factors, several institutions have launched cooperation projects to achieve sustainable development goals. In this study, we assessed the potential environmental enhancements within the production of road materials applied to the road network of Münster, Germany. We also compared traditional pavement structures used in Münster and alternative options containing asphalt mixtures with larger amounts of reclaimed asphalt pavement (RAP). Although the case study was conducted in Münster, the data collected and the results obtained in this study can be used for comparison purposes in other investigations. In the analysis, we considered all environmental impacts from raw material extraction to the finished product at the asphalt plant. Two environmental indicators were used: non-renewable cumulative energy demand (nr-CED) and global warming potential (GWP). The results show that using RAP increases the consumption of energy but potentially decreases the environmental impacts in terms of the nr-CED and GWP associated with the production of asphalt materials.

This study applies the life cycle assessment methodology to evaluate the environmental impacts of shock-absorbing pavements fabricated with recycled materials (crumb rubber and a colored pigment called ferrotone), employing the “cradle-to-grave” approach, in which the impacts of all life cycle phases (from materials’ acquisition to the end-of-life of the pavement) are included. The analysis compares the impacts of standard and innovative asphalt materials, considering cold and hot production processes. In addition, three different lifespans are simulated for the pavement structures: the reference service life until the first intervention is considered to be 5 years, and the following scenarios consider that the alternative asphalt materials may last 20% less (4 years) or 20% longer (6 years) than the reference service life. The analysis uses non-renewable cumulative energy demand (nr-CED) and global warming potential (GWP) as main indicators to determine the environmental impacts over a 45-year analysis period. The results show that adopting the “dry process” (consisting of adding the rubber as a partial substitution for aggregates) increases the overall impacts due to the need for higher contents of binder. However, if the alternative pavement structures last 20% longer than the reference, they would generate lower impacts in terms of nr-CED and GWP.

This study used a cradle-to-cradle Life Cycle Assessment (LCA) approach to evaluate the environmental potentials of urban pavements. For this purpose, the urban road network of the City of Münster (Germany) was selected as the case study, and comprehensive data for several phases were collected. The entire road network is composed of flexible pavements designed according to specific traffic loads and consists of main roads (MRs), main access roads (MARs), and residential roads (RSDTs). Asphalt materials, pavement structures, and maintenance strategies are predefined for each type of road and are referred to as “traditional” herein. Some pavement structures have two possible maintenance strategies, denoted by “A” and “B”, with distinguished periods of intervention. To evaluate the impact of using recycled materials, we considered alternative pavement structures composed of asphalt materials containing a greater amount of reclaimed asphalt pavement (RAP). The study was carried out considering analysis periods of 20, 50, 80, and 100 years and using two indicators: non-renewable cumulative energy demand (nr-CED) and global warming potential (GWP). The results show that the use of higher amounts of RAP can mitigate negative environmental impacts and that certain structures and maintenance strategies potentially enhance the environmental performance of road pavements. This article suggests initiatives that will facilitate the decision-making process of city administrators to achieve more sustainable road pavement constructions and provides an essential dataset inventory to support future environmental assessment studies, particularly for European cities.