Purpose: Growing awareness of the environmental performance of construction products and buildings brings about the need for a suitable method to assess their environmental performance. Life cycle assessment (LCA) has become a widely recognised and accepted method to assess the burdens and impacts throughout the life cycle. This LCA-based information may be in the form of environmental product declarations (EPD) or product environmental footprints (PEF), based on reliable and verifiable information. All of these use LCA to quantify and report several environmental impact categories and may also provide additional information. To better understand on the one hand existing EPD programmes (EN 15804) for each country and on the other the recent developments in terms of EU reference document (e.g. PEF), the authors decided to write this review paper based on the outcomes of the EPD workshop that was held prior to SB13 Graz conference. Methods: This paper presents the state of the art in LCA and an overview of the EPD programmes in five European countries (Austria, Belgium, France, Germany, Switzerland) based on the workshop in the first part and a comprehensive description and comparison of the PEF method and EN 15804 in the second part. In the last part, a general conclusion will wrap up the findings and results will provide a further outlook on future activities. Results and discussion: The high number of EPD programmes underlines the fact that there is obviously a demand for assessments of the environmental performance of construction materials. In the comparison between and experiences of the different countries, it can be seen that more similarities than differences exist. A comparison between PEF and EPD shows differences, e.g. LCIA impact categories and recycling methodology. Conclusions: Independent of raising awareness of the construction material environmental performance, the existence of so many environmental claims calls for clarification and harmonisation. Additionally, construction materials being assessed in the voluntary approaches have to follow the harmonised approach following the principles of the European Construction Products Regulation (regulated) not to foster barriers of trade. The authors therefore highly appreciate the most recent activities of the sustainability of construction works (CEN/TC 350 committee http://portailgroupe.afnor.fr/public_espacenormalisation/CENTC350/index.html) currently working on these issues at the EU level. Finally, the LCA community is further encouraged to increase the background life cycle inventory data and life cycle inventory modelling as well as the meaningfulness of certain environmental impact categories, such as toxicity, land use, biodiversity and resource usage.

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.

Sustainable development demands contributions across all economic sectors. Thus, the infrastructure field, in this case road infrastructure, also has to contribute its part by generating road materials and road construction with lower environmental impacts. This paper analyzes the environmental potentials hidden in road materials used in Swiss road pavements. For several materials used in road construction, cradle-to-gate life-cycle assessments (LCA) were performed, taking into account all environmental impacts from raw material extraction to the finished product at the production plant. Environmental improvement potentials were analyzed for the production of asphalt mixtures, concrete mixtures, and subbase mixtures, using eight different environmental impact indicators. The results show differences in the environmental impact between best case and current status production setup of up to 54% for asphalt mixtures, 38% for concrete mixtures, and 93% for subbase mixtures.

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.

Several studies evaluated the feasibility of using residues to compose asphalt mixtures. However, the demand for treatments are often neglected in determining the environmental impacts. This study aims to elucidate the decision-making process over the application of residues (e.g., red mud and fly ash) to produce asphalt mixtures. For comparison purposes, limestone and dolomite are used as reference fillers. The cradle-to-gate approach is applied within three scenarios. In the first scenario, the treatment of the residues is included in the modelling, the second excludes treatment, and the third scenario evaluates the environmental impacts of the residues deposited in landfills. To perform the analysis, indicators such as Global Warming Potential, Acidification, and Cumulative Energy Demand are applied. The results show that the treatment provided to the residues strongly influences the environmental impacts of the production of asphalt mixtures and may be crucial to define the feasibility of the residues application.