DETR Framework Project:

Support for Government Policies

on Sustainable Development

Addendum to BRE Methodology for

Environmental Profiles of Construction
Materials, Components and Buildings

Prepared by:
Jane Anderson and Suzy Edwards
Centre for Sustainable Construction

July 2000

BRE
Bucknalls Lane
Garston
Watford
WD2 7JR

Tel: 01923 64000

Fax: 01923 664010
Email: enquiries@bre.co.uk.
© Building Research Establishment Ltd 2000
BRE Environmental Profiles Methodology, Beyond the Factory Gate

Executive Summary
This report is to be read in conjunction with the BRE Methodology for Environmental
Profiles of Construction Materials, Components and Buildings report, BR 3701.

The BRE “Methodology for Environmental Profiles of Construction Materials,

Components and Buildings” (Howard, Edwards & Anderson, 1999) was published in
June 1999. Since then BRE have continued their research into the Life Cycle
Assessment of construction materials and other LCA methodologies, with the
intention of improving the Environmental Profiles Methodology. Particular attention
has been directed to the later stages of the life cycle of building materials, from the
factory gate to the construction site, over the building life and including the end of life.

The Environmental Profiles Methodology has been advanced in four main areas
where it previously made use of simple assumptions or did not include data, and this
addendum describes how the methodology can now be applied. The aim has been
to ensure that the Methodology is representative of current UK activity and gives a
fair representation for all construction materials.

The areas are as follows:

1. Transport to Site: The Methodology has now been advanced to more closely
reflect the actual transport impacts associated with the transport from Factory
Gate to Site for particular products.
2. Construction Process: The Methodology will seek to incorporate wastage of
construction materials on site when robust information is available.
3. Lifetime Impacts: The Methodology has been advanced to more accurately
reflect the replacement within elements through the adoption of a revised formula
that uses fractions for calculating replacement rates. The Methodology has been
extended to include cleaning. Data sets for the maintenance, cleaning and
replacement of building materials have been also been established.
4. Demolition and Disposal: The Methodology has been advanced to provide data
on disposal streams of construction materials to be used in Environmental
Profiles. As European methods and data relating to the impacts arising from
waste disposal develop, BRE will seek to incorporate them into the Environmental
Profiles Methodology.

The Environmental Profile Methodology will and must continue to adapt to

accommodate new data and new science. Continued collaboration with UK material
producers and users and with other research bodies overseas is an important part of
that process

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BR370 may be purchased, priced £40, from BRE on 01923 664307

1
CONTENTS

page

Introduction 3

Summary of Changes to Environmental Profiles Methodology 4

1. Transport From Factory Gate to Site 6

2. Construction Process 11

3. Lifetime Impacts 12

4. Demolition and Disposal 15

Bibliography 18

Appendices 19
BRE Environmental Profiles Methodology, Beyond the Factory Gate

Introduction
The BRE “Methodology for Environmental Profiles of Construction Materials,
Components and Buildings” (Howard, Edwards & Anderson, 1999) was published in
June 1999. Since then research has continued into current practice in the UK
construction industry and into work on LCA methodologies overseas, with the
intention of making the Methodology more accurate with respect to the products it
assesses and to remain up to date with best international practice. Particular focus
has been placed on the later stages of the life cycle, which occur once the product
has left the factory.

A paper produced at the end of the original Environmental Profiles Project

(Construction Materials and the Environment, A Survey of Life Cycle Information
Data, ENP 98/7) identified four areas within the boundaries of the Environmental
Profiles Methodology as subjects for continuing investigation. They were:

1. Transportation:
2. Construction Process:
3. Replacement and Maintenance.
4. Demolition and Disposal.

As with the original Environmental Profiles Methodology, BRE worked with

representatives of the construction materials industry to obtain a consensus on
development of these areas of the methodology. This addendum to the BRE
Methodology describes in detail the changes to the Environmental Profiles
Methodology. These changes are described relative to the existing Environmental
Profiles methodology described by Howard, Edwards & Anderson (1999).

During research, data was sought to represent current UK activity and continue the
practice of the Environmental Profiles Methodology to fairly represent all construction
materials. The progress of the work has been monitored by a steering group of 20
representatives from the construction materials sector. The full list of these
representatives is provided in Appendix D.

This addendum together with the main Methodology Report represents the state of
play at July 2000.

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BRE Environmental Profiles Methodology, Beyond the Factory Gate

Summary of Changes to Environmental Profiles Methodology

The aim of the Environmental Profiles Methodology is to set out the principles to be
followed in undertaking a Life Cycle Assessment study of a construction material.
The methodology sets out the procedures and information required in order to
undertake the study. It does not provide data accumulated from materials already
studied, except in order to demonstrate the process. Data on materials are held on
the Environmental Profiles Database.

The July 2000 changes to the June 1999 Environmental Profiles Methodology are
summarised below. Full details of these changes can be found in the relevant
chapters that follow.

Transport

The data used to calculate transport impacts from the factory gate to construction site
in Environmental Profiles is now assessed by means of a questionnaire. Where data
is not supplied, the Methodology has been advanced as follows:
• The distance of each journey is still taken from the ‘average haul’ from the DETR
Transport Statistics (e.g. DETR 1996) for given vehicle type and commodity
transported.
• The number of journeys each material makes between leaving the factory gate
and arriving on site is calculated using a factor based on data from previous
survey responses.
• The goods moved by each type of vehicle for a material’s commodity type are
used to weight the average fuel consumption for a journey.
• The size of the vehicle’s load of each product is a based on the typical load for a
material’s commodity type (taken from DETR transport statistics).
• A 30% chance of an empty return journey is presumed for materials deliveries
unless other evidence is presented by BRE or the manufacturer.

Construction Waste

It has been recognised that the Methodology should be updated to allow for materials
wastage during the construction process. Profiles for built elements will account for
this waste by increasing the amount of material required to build each element by an
appropriate percentage.

Maintenance

BRE Methodology now includes typical cleaning of building elements over their
lifetimes.

Replacement

Material replacement rates will be calculated as fractions based on building life and
material lifetimes. BRE’s replacement rates continue to reflect actual lifetimes in use.

Waste Streams

A method to account for disposal streams of demolition waste is established for use
in Environmental Profiles. New data in this area will be used for allocating disposal
impacts to elements.

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BRE Environmental Profiles Methodology, Beyond the Factory Gate

Waste Disposal

Following further investigation, there is no change to the BRE Methodology.

However, BRE will continue to monitor international developments in LCA methods
for waste disposal and incorporate more detailed techniques as these become
available.

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BRE Environmental Profiles Methodology, Beyond the Factory Gate

1. Transport From Factory Gate to Site

BRE’s previous Environmental Profiles approach calculated transportation impacts
from the factory gate to site based on the following pieces of data sourced from
DETR Transport Statistics (e.g. DETR 1996):

• The loaded distance of each journey – taken from the ‘average haul’ from the
DETR Transport Statistics for the modal vehicle type (by tonne kms) and
commodity transported.
• A single journey from the factory gate to site.
• The mode of transport for each journey based on the modal vehicle type for
each commodity from DETR Transport Statistics.
• The size of the vehicle’s load of each product. This is a function of the modal
vehicle size and material density.
• An empty return journey, which doubles the vehicle kms needed to make each
delivery.

BRE were aware that a single journey from factory gate to site was often
inappropriate, because of the use of depots and merchants. A transport survey has
therefore been developed to provide a more accurate indication of transport. A copy
is in Appendix A.

The transport survey was circulated amongst Steering Group members. Based on
their response, the previous Methodology has been adapted to account for transport
where the questionnaire has not been completed or where the data is not complete.

Loaded Delivery Distance

The limited data on journey distances from the BRE survey are similar to the distance
data from UK statistics. The differences between the BRE and UK data are of limited
statistical significance. Where the transport survey does not provide data on the
typical delivery distance from Factory Gate to site, the Environmental Profiles
methodology will continue to use the average haul from the UK Transport Statistics.
Better data may be used to alter the average journey distance in future.

Number of Journeys

In the previous Environmental Profiles Methodology, the number of journeys between

factory gate and construction site was assumed to be 1. All the responses to BRE’s
transport survey have produced data on the number of journeys between the factory
gate and construction site and gave an average number of journeys of 1.5.

Where the transport survey does not provide data on the number of journeys, a figure
of 1.5 journeys between the factory gate and the construction site will be used until
better data for individual materials emerges.

Transport Mode

In the survey responses only one material recorded transport by anything other than
road. Unless the transport questionnaire provides other information BRE will
continue to presume that the mode of transport is by lorry. Previously all road
transport was assumed to be by vehicle of the modal size (by tonne kms). These
sizes were based on DETR transport statistics and relate to different commodities.
This assumption will now be revised.

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BRE Environmental Profiles Methodology, Beyond the Factory Gate

The types of vehicle used are now subdivided into eight categories, each with a
different fuel consumption rate per km (it is fuel consumption that determines the
majority of environmental impacts). From these eight types, the average fuel
consumption figure has been calculated for each commodity (averaged over the
tonne km in each vehicle type).

Vehicle Load

The vehicle load was previously calculated from the modal vehicle size for each
commodity type. In line with the extra detail being incorporated within the Vehicle
Mode, the Environmental Profiles Methodology dealing with Vehicle Load has also
been improved.

From the eight vehicle types, an average vehicle capacity figure has been calculated
for each commodity type (averaged over the tonne km in each vehicle type). For
each individual material, the vehicle load will be calculated based on the density and
the capacity of the typical vehicle for its commodity type.

Table 1.4 Vehicle Mass Capacity for Transportation Calculations

Vehicle Class (GLW) Typical Vehicle (GLW) Maximum net laden weight
Rigid Lorry
< 7.5t 7t rigid lorry 4t
7.5t – 14t 14t rigid lorry 7.5t
14t – 17t 17t rigid lorry 9t
17t – 25t 25t rigid lorry 14t
> 25t 27t rigid lorry 16t
Articulated Lorry
< 30t 25t articulated lorry 14 t
30t – 33t 32t articulated lorry 18 t
> 33t 38t articulated lorry 23 t

Source: DETR Transport Statistics 1996

Transport of freight by rail or container shipping are calculated using

Environmental Profiles which show the impacts of transport for 1000 tonne
kilometres. Because materials are containerised and transported in bulk by
these methods, the same profile can apply to the transport of 1 tonne for 1000
kilometres, 1000 tonnes for 1 kilometre, or 50 tonnes for 20 kilometres etc.
For these types of transport, no empty journeys are assumed, because the
ship or locomotive is always assumed to pick up a new load at each port or
depot.

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BRE Environmental Profiles Methodology, Beyond the Factory Gate

Table 1.5 Typical loads of Construction Materials of Different Materials by Vehicle Size
Rigid Artic
<=7.5 7.5-14 14-17 17-25 25+ <= 30 30-33 33+
tonnes tonnes tonnes tonnes tonnes tonnes tonnes tonnes
Material
Wood and cork 1.8 2.7 5.3 4.8 9.9 8.4 10.4 19.3
Manufactures of
1.5 2.5 4.7 5.4 6.3 5.2 8.7 12.8
metal
Non ferrous metals 1.6 3.9 4.4 5.8 4.3 5.4 7.8 19.5
Sand,gravel,clay &
2.5 3.7 8.8 14.8 18.8 10.0 16.1 23.7
slag
Other stone earths
2.2 3.8 8.0 14.9 18.5 n/a 13.6 23.8
& minerals
Cement & lime 4.9 4.1 5.9 12.1 15.0 n/a 18.2 23.6
Glass, & ceramic
1.9 2.3 4.3 6.8 9.4 6.4 11.1 16.8
products
Plasters 1.4 n/a 1.7 10.9 n/a n/a n/a 22.2
Other manufactured
1.4 2.4 5.2 9.4 15.3 6.1 10.8 19.4
building materials
Source: DETR Transport Statistics 1996

Nature of Return Journey

The 100% empty return journey as default from the Factory Gate to Site has now
been revised to a 30% empty journey, with higher or lower defaults where evidence
suggests this is necessary.

Summary of Changes to Transport Methodology

The data used to calculate transport impacts from the factory gate to construction site
in Environmental Profiles (Appendix A) is now based on the data provided by the
manufacturer in the Transport Questionnaire. Where this data is inadequate,
assumptions will be used as follows:

• The distance of each journey is will be taken from the ‘average haul’ from the
DETR Transport Statistics (e.g. DETR 1996) for given vehicle type and
commodity transported.
• The number of journeys each material makes between leaving the factory gate
and arriving on site will be 1.5.
• The mode of transport for each journey will be based on the range of vehicles
(taken from DETR transport statistics) used to transport each category of
material. This will be used to assess the fuel consumption and the size of the
vehicle’s load of each product.
• A 30% chance of an empty return journey is presumed unless other evidence is
provided.

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BRE Environmental Profiles Methodology, Beyond the Factory Gate

Calculating Transportation Impacts

A Characterised and Normalised Profile for 1000 kms of typical transport modes has
been added within the BRE Environmental Profiles database, together with guidance
for their use, repeated below. An example Profile, for a 33 tonne articulated lorry is
shown in Appendix C. This relates to a laden or unladen journey of 1000 kms. By
taking account of the load of the vehicle, the Environmental Profile can be calculated
for the per tonne transport impacts of any given material and distance using that
vehicle type.

To obtain the Environmental Profile for the transport of 1 tonne of material 1000 kms
in a typically laden vehicle, it is necessary to divide the impacts from the vehicle’s
journey by the mass of the typical load transported in that journey. For the majority
of materials, the mass of the typical load is very close to the maximum net laden
weight of the vehicle, even if this means that the volume of the lorry is not totally
utilised. The exceptions to this are very lightweight materials such as insulation.
However, transport of these materials can utilise specially adapted vehicles which
increase the volume of load carried (e.g. an HGV towing a second trailer).

The steps for calculating the Environmental Profile for the transport of a given mass
of material (M) over a given distance (D), are as follows. An example, for an
articulated lorry of over 33 tonnes is given later.
1. Select the Environmental Profile for a 1000 km journey for the mode of
transport being considered, eg 33+ tonne articulated lorry.
2. Calculate the total distance for the chosen haul in kilometres by taking
account of any empty return journey by multiplying D by a factor F. For
example, the default assumption in the Methodology is that 30% of deliveries
are followed by an empty return journey, so F=1.3.
3. Multiply the profile by FD/1000. (This is to allow for the original profile being
for 1000 kms.)
4. Calculate the number of trips made by the lorry (T). This is equal to M/L,
rounded up to the nearest integer, where L is the net load. L cannot be
greater than the maximum net load for the vehicle, shown in the table 1.4
below. If the typical net load is not known, it can be taken from the DETR
statistics shown in table 1.5. For lightweight materials (with a density less
than about 225kg/m3), special conditions apply.
5 Multiply the profile by the number of trips, T.

The Environmental Profile therefore equals the profile for the 1000 km journey,
multiplied by FDT/1000, where T= M/L rounded up to the nearest integer.

EXAMPLE

Calculation for the transport of 100 tonnes of material, 80 km, by a fully laden
Typical Large Truck (33+ tonne articulated lorry) carrying 23 tonnes of
material, with a 30% chance of returning empty. Therefore M=100, D=80, L=23,
F=1.3.

1. The Environmental Profile used gives the impacts I, produced by a 33+ tonne
articulated vehicle, travelling 1000 lorry kms, laden or unladen.

2. To account for empty return journeys; the lorry has a 30% probability of
driving back empty from the delivery point to the start point to pick up a new
load. Therefore F=1.3.

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BRE Environmental Profiles Methodology, Beyond the Factory Gate

3. The Impacts I, are multiplied by the total journey distance (FD = 104) and
divided by 1000.

4. The number of trips T = M/L = 100/L. Because the lorry is fully laden, L = the
net laden weight, in this case L = 23 tonnes. The net laden weight varies
between different material types (see table 1.5). The number of trips =
100/23, rounded up to the nearest integer. 100/23 = 4.35 so T = 5.

5. The result from 3. is multiplied by T = 5, as 5 trips will need to be made to

transport 100 tonnes of material.

The impacts (I) for the transport of 100 tonnes of material, 80 km, by a fully laden
Typical Large Truck (33+ tonne articulated lorry), therefore equals

I*FD*T/1000 = I*104*5/1000 = 0.52 I.

For example, in the Profile in Appendix D, the impact in the Climate Change
category is 1300 kg of CO2 (100yr equivalent). This figure is multiplied by 0.52 and
becomes 676 kg of CO2 (100yr equivalent).

To obtain an Environmental Profile “per tonne” of material at the construction site, we

need to divide the impacts of the whole journey to the site by the load M. This “per
tonne” profile can then be used to compare or add the transport of a material to its
“per tonne to the Factory Gate” Environmental Profile. Care must be taken to ensure
that transport and other impact data for products are compared over the same
functional units.

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BRE Environmental Profiles Methodology, Beyond the Factory Gate

2. Construction Process
BRE’s Environmental Profiles Methodology previously assumed that the impacts of
the construction process were small relative to the overall impacts of construction
materials and were similar for most materials. They were thus omitted from
consideration.

Resources Used in Construction

Various efforts are now being made measure the efficiency and productivity of the
construction process. One such approach uses Calibre, a BRE tool which monitors
labour performance on site, and has the ability to measure on-site resource
consumption. To date, an insufficient number of sites have been monitored, to allow
construction resources to be included in life cycle assessments for all construction
products.

There remain environmental impacts from construction sites which are significant to
Environmental Profiles and which cannot be practically included in the Methodology
at present (e.g. water pollution from construction sites). Environment Agency
monitoring of construction sites is a potential future data source.

Wastage

Recent studies by the BRE’s Centre for Waste and Recycling using the new
SmartWaste tool have affirmed the findings of earlier studies by CIRIA (1993) and
Skoyles (1976) which showed that approximately 10% of materials brought to site
were not used as specified. It is recognised that the materials in the Environmental
Profiles database have a certain wastage rate (or percentage) associated with their
use in the construction process.

However, these studies have not been able to provide information that can been
used robustly for all construction materials on a “level playing field”. BRE are
engaging in further research in this area so that site wastage can be better
accounted for in Environmental Profiles. This will be developed for existing building
elements held within the database. For all new products, consultation with
manufacturers and contractors will take place.

Wastage rates are different for all materials and in different applications. For each
material use, BRE will consult with materials producers and contractors to agree an
appropriate figure for inclusion within elemental profiles. Profiles for built elements
account for this waste by increasing the amount of material required to build each
element by the appropriate percentage.

Summary of Changes to Construction Waste Methodology

It has been recognised that the Methodology should be updated to allow for materials
wastage during the construction process. Profiles for built elements will
accommodate this waste by an increased amount of the materials required to build
each element, by the appropriate percentage.

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BRE Environmental Profiles Methodology, Beyond the Factory Gate

3. Lifetime Impacts
Environmental burdens arise from the maintenance and replacement of a building
element through its lifetime. These two types of ongoing burdens are included in
Profiles for 60yr building elements using new data.

Maintenance:

The BRE Methodology has previously only included ‘maintenance’ as repainting and
re-varnishing of wooden surfaces. The Methodology will include all materials used
for maintenance and cleaning of building elements over their 60 year life i.e.
electricity, waste and detergents. Cleaning rates per annum and their associated
resource consumption, and maintenance rates are shown in appendix B. Where
Environmental Profiles for new materials are considered, typical data on the
maintenance and cleaning required for the material or product will be assessed in
consultation with the manufacturer or trade association.

Although the resources used in cleaning are small, they are multiplied by a large
factor when a building’s lifetime and internal surface area are fully accounted for.
Initial studies indicate that cleaning accounts for at least 1.5% of a building’s total
environmental impact over a 60 year lifetime. Were labour transport to be included, it
is clear that the impact of cleaning would be much higher and the way the data is
presented here would allow a transport factor to be included, should this be available
at a later date.

Summary of Changes to Maintenance Methodology

BRE Methodology now includes typical cleaning of building elements over their
lifetimes.

Replacement Lifetimes:

Calculation Method
The BRE Methodology use the ‘fractions’ method of calculating replacement rates for
building elements. This will avoid step changes to results in models where the
lifetime of the building can alter, such as ENVEST.

Replacement factors will be calculated using the following formula:

For first half of the element’s lifetime = 1

Subsequently = building lifetime + 0.5
element lifetime

Fractions are used to reflect the ‘typical’ level of replacement. For example, if the
building lifetime is 60 yrs and a element lifetime is 25 yrs, then the replacement factor
is 2.9 (60/25 + 0.5 = 2.9). This reflects the probable number replacements for that
element over the buildings life: there is a 90% chance that it will be replaced twice
(replacement factor = 3) and a 10% chance it will be replaced once (replacement
factor = 2).

Replacement Rates
When a replacement interval for a building element is less than the lifetime of the
building, replacement will take place a certain number of times. Although elements

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BRE Environmental Profiles Methodology, Beyond the Factory Gate

may be durable for many years (to when replacement must take place), BRE
Methodology models actual lifetime, as replacement will be dictated by taste and
building use.

Elements that are fundamental to the building structure will have a lifetime that is
equal to the building’s life. Other elements will have their replacement rates
calculated from constituent material lifetimes, which may vary in different elemental
contexts. BRE’s current material lifetimes are shown in appendix B. These lifetimes
are used in 60 year building element Profiles. They are also a guide to the rates that
may be used with Environmental Profiles for installed elements by individuals
calculating lifetime elemental Profiles. Where Environmental Profiles for new
materials are considered, typical data on the replacement intervals will be assessed
by BRE in consultation with the manufacturer or trade association.

Summary of Changes to Replacement Methodology

Material replacement rates will be calculated as fractions based on building life and
material lifetimes. BRE’s replacement rates continue to reflect actual lifetimes in use.

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BRE Environmental Profiles Methodology, Beyond the Factory Gate

4. Demolition and Disposal

Demolition Activity:

The assumption that the resources consumed in the demolition process are small
relative to the overall environmental burdens of construction, is still held. The issue
could be appropriate for a detailed investigation of different demolition processes or
heavy forms of construction, but is not so significant for a general-application LCA
methodology such as Environmental Profiles.

Destinations of Demolition Waste:

The Environmental Profiles Methodology currently models:

• The percentage of material going to landfill, incineration and recycling. These are
taken as the waste disposal stream fates for each material within 60 year life
element Profiles.
• The fate of Carbon sequestered within materials up to 100 years before
manufacture, over the 60 year building life or during the first 100yrs in landfill.
Therefore carbon which exchanges with the atmosphere as Carbon Dioxide or
Methane is accounted for within Climate Change impacts for 60 year life Profiles.

Methodology

The Environmental Profiles Methodology aims to consider each construction material

in turn, and trace the fate for that material within the waste disposal stream. The
same material used in different elements may have different disposal streams – for
example timber used in floorboards may have a different disposal stream to timber
used in window frames, similarly brickwork may have a different disposal stream
when lime mortar has been used.

A completed disposal stream will give the total mass of the material arising each year
as demolition waste, and account for 100% of this material between different disposal
fates, e.g. registered landfill, recycling, reuse, incineration with energy recovery,
burning on site etc. Unregistered landfill is defined as filling where virgin aggregate
would not have been purchased if demolition waste were not used. Details of typical
transport for each fate will also be included.

The environmental impacts for each fate within the disposal stream will then be
modelled. The impacts for recycling or re-use will be allocated to the recycled or
reused materials.

The Methodology models:

• The percentage of each material going to each waste stream fate. The impacts
arising from those fates are not yet modelled.
• The fate of Carbon sequestered within materials, which will continue to be
modelled as above.

Transport of Waste

Currently the environmental issue “Waste Disposal”, measured in tonnes of waste

arising, is taken as a proxy to cover all the impacts of waste disposal, including
transport of demolition waste. Where material is reused or recycled, then the

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BRE Environmental Profiles Methodology, Beyond the Factory Gate

impacts of transport from the demolition site to the point of reuse are included within
the Environmental Profile of the recycled/reused product.

Data on typical transport of demolition waste to landfill or incineration are not yet
known for any specific materials. This is an area where further research will be
necessary before the Methodology can be modified. Work in the Centre for Waste
and Recycling at BRE is continuing in this field.

Current Application of the Methodology to Specific Materials

Disposal Streams Data

A recent BRE survey “Reclamation and Recycling of Building Materials: Industry

Position Report” (Hobbs and Kay, 2000, BRE Information Paper 7/00) has provided
the best data to date on the destination of demolition waste in the UK. However,
further data should emerge from a survey commissioned by the Environment Agency
in May 2000.

Summary of Changes to Waste Streams Methodology

A method to account for disposal streams of demolition waste is now established for
use in Environmental Profiles. New data in this area will be used for allocating
disposal impacts to functional units. Where Environmental Profiles for new materials
are considered, waste disposal streams for the material or product will be assessed
in consultation with the manufacturer or trade association.

Burdens From the Disposal of Demolition Waste:

BRE conducted an international survey of current practice on landfill &

incineration within LCA. The survey was made of members of the SETAC working
group on LCA and Building materials. The survey was sent by e-mail in September
1999, with 20 respondents, from Europe, Australia and America.

From this survey, it is clear that the current BRE Methodology is typical of other
leading LCA methodologies in its approach to waste. It has been concluded from the
survey and other research undertaken into potential sources of data that it is not yet
possible to incorporate material specific impacts from whole disposal into LCA
methodology and achieve “level playing field” results.

The exception to this rule is for organic products. The Methodology considers the
breakdown and combustion impacts of timber in order to complete the “carbon cycle”
perspective which is begun at the point of planting a seedling and accounting for
timber sequestration in the growth phase. Timber cannot be assumed to be CO2
neutral according to the assumption above because not all timber is burnt at the end
of its life. The Methodology therefore traces the exact fate of timber including timber
going to landfill where it can decay creating methane. There is also evidence that
waste construction timber is burnt at construction sites. All impacts from open air
burning of timber will be included in Environmental Profiles and allocated to the
timber product.

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BRE Environmental Profiles Methodology, Beyond the Factory Gate

Conclusion

The BRE Methodology will remain as described within the original BRE Methodology
document. This means that impacts from waste at disposal sites and during the life
cycle (from manufacturing and construction) are considered in terms of the mass
arising and being sent to disposal. At the present time there is no further, reliable,
data available which is appropriate to use to quantify the impacts of either general or
product specific waste in landfills and incinerators. Until further work has been
achieved, the mass of waste arising will be used as a proxy for the impacts of
products in landfill. The exception to this is timber, whereby methane and carbon
dioxide emissions will continue to be included in life cycle impact calculations in order
to give a complete analysis of the carbon cycle.

Summary of Changes to Waste Disposal Methodology

There is no change to the BRE Methodology. However, BRE will continue to monitor
international developments in LCA methods for waste disposal and look to include
developments which reflect current practice and do not disrupt the “level playing
field”.

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BRE Environmental Profiles Methodology, Beyond the Factory Gate

BIBLIOGRAPHY

CIRIA Special Publication 94 (1993) Environmental Issues in Construction. CIRIA

DETR (1996) ‘Transport of Goods by Road in Great Britain’, The Stationery Office
DETR (1997) Continuing Survey of Road Goods Transport.
Hobbs & Kay (2000) BRE Information Paper 7/00. CRC, London
Howard N., Edwards S. & Anderson J. (1999) BRE Methodology for Environmental Profiles of
construction materials, components and buildings. CRC, London.
Neilsen et.al. (1998) ‘Product Specific Emissions form Municipal Waste Landfills’ International
Journal of LCA. vol 3: (3) 158-168 & (4) 225-236. Ecomed, Germany.
th
Royal Commission for Environment (1993) 17 Report. HMSO, London.
Skoyles E. (1976) Materials Wastage – A Misuse of Resources. BRE CP 67/76. DOE.
Wainwright W.H. & Wood A.B. (1981) ‘Practical Builders Estimating, Fourth Edition.’
Hutchinson & Co Ltd. London.

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BRE Environmental Profiles Methodology, Beyond the Factory Gate

Appendix A

BRE QUESTIONNAIRE FOR TRANSPORT DATA COLLECTION “BEYOND

THE FACTORY GATE”

Background

The Building Research Establishment (BRE) is keen to obtain better

information on the environmental impacts arising from activities and
processes “beyond the factory gate”. As part of the “Beyond the Factory
Gate” Framework project supported by DETR and your industry, this
questionnaire has been provided for the collection of data on transport routes
and modes from the manufacturer of construction materials to the construction
site

This data will be used to estimate the typical transport impacts associated with the
transport of different construction materials from factory to site. This questionnaire
requests the raw data that will allow these calculations to be made.

BRE has analysed data provided by DETR from their “Continuing Survey of Road
Transport” and proposes to use the data on mean transport distance (loaded and
empty journey), load and fuel consumption of vehicle for different commodity types
provided by this analysis as the basis for this study. Data on vehicle type, loading
and distance travelled is therefore only requested where it is easily available. It is
not intended that this survey should take hours to complete! BRE will compare
any actual transport data provided with the data analysis of the DETR statistics.

QUESTIONNAIRE

1. SOURCE

Please give information about the source of the data for this questionnaire, eg factory details,
trade organisation etc.

Company/Organisation:
…………………………………………………………………………………
Address:
…………………………………………………………………………………

…………………………………………………………………………………

…………………………………………………………………………………
Telephone and Fax:
…………………………………………………………………………………
Contact:
…………………………………………………………………………………

2. PRODUCTS

Please give details of the product(s) covered by this questionnaire. If it is more convenient,
please complete a separate questionnaire for each product.

Product 1…………………………………………………………………………………

Product 2…………………………………………………………………………………
BRE Environmental Profiles Methodology, Beyond the Factory Gate

Product 3…………………………………………………………………………………

Product 4…………………………………………………………………………………

3. QUALITY OF DATA

Age
Please indicate below the start and end months and the year(s) in which the data in this
questionnaire was collected.

Start month and year…………………………………………………………………………………

End month and year…………………………………………………………………………………

4. TRANSPORT PROCESS DIAGRAM

Below is a process diagram for an imaginary Product X showing some of the possible
transport scenarios expected to arise relating to the transport of construction
materials to site.

Figure 1
TRANSPORT PROCESS All Transport by Road
DIAGRAM FOR unless otherwise
PRODUCT X Further
stated
Manufacturing
10% Process
RAIL
FACTORY 75 miles
10% Local
Depot
40%
50%
BOAT
30 miles 10%
10%

Distribution 10%
Centre
Site
30%
30%
Builders
Merchant

In the box overleaf, please insert a Transport Process Diagram similar to that shown in Figure
1 to illustrate the transport routes for Products where you are able to provide data. Hand
drawn diagrams are expected. If several products are covered, you may find it easier to draw
separate diagrams for each product using the further boxes provided. When creating the
diagram, please consider the points listed below in Section 5.
BRE Environmental Profiles Methodology, Beyond the Factory Gate

PRODUCT: ……………………………

5. TRANSPORT

Product: Please give details of the product or products which take these routes.

Routes: Please show the various routes used to transport the product from factory to site: eg
direct to site; factory to distribution centre to site; factory to builders merchant to site; direct to
site (builders merchant controlled) etc. If part of the factory production is exported, this
should be shown with just one arrow pointing to EXPORT and showing the amount exported.

Proportion following route: Please give the amount of the product(s) following each stage
of the route, eg 25%, _ or 1nil,nilnilnil tonnes (total output must also be given if amounts are
used). If using percentages or proportions, please ensure that these always relate to the total
production of the product.

Mode of Transport: Building materials are commonly transported by road, rail and water.
Please indicate the mode of transport for each stage of the journey from factory to site.

If details can be easily obtained, please list average load, distance and type of vehicle.
BRE Environmental Profiles Methodology, Beyond the Factory Gate

PRODUCT : ……………………………

PRODUCT : ……………………………

Please Return to: Rebecca White, Centre for Sustainable Construction, BRE, Garston, Watford, WD2
7JR
BRE Environmental Profiles Methodology, Beyond the Factory Gate

Appendix B

Lifetime impacts for Typical Building Elements

Cleaning Schedule
Activity 1 Activity 2
Item action frequency p.a. action frequency p.a.
outer surfaces
outer glass wash 12
other outer skin -
windows
wooden frame wash 4
steel frame wash 4
alu frame wash 4
inner glass wash 12
Floor finish
screed floor sweep 50
stone tile floor sweep 50
wood tile floor sweep 50 buff 50
plastic tile floor mop 100 patch 5
cork tile floor sweep 50 buff 50
vinyl floor finish mop 100
vinyl tile floor mop 100 patch 5
linoleum tile floor sweep 50 mop 50
linoleum floor finish sweep 50 mop 50
rubber tile floor sweep 50 mop 50
wool carpet vacumn 100
nylon carpet vacumn 100
block flooring sweep 50 polish 10
chipboard floor sweep 50
polished softwood floor sweep 50 polish 10
polished hardwood floor sweep 50 polish 10
internal wall surfaces
plasterboard -
steel sheet -
chipboard -
inner glass Wash 50
plaster + painted wall -
plasterboard wall finish -
wood wall finish -
faced wall board finish -
wooden board wall finish -
plastered wall -
painted wall -
tiled wall wash 25
Ceiling surface
painted ceiling -
plastered ceiling -
ceiling board -
metal -
tiled ceiling wash 12
Sources: Maintenance Cycles and Life Expectancies of Building Components and Materials, NBA Construction
Consultants. HAPM Manual. BMI Occupancy Cost Planning Guide. BRE Green Guide to Specification.
BRE Environmental Profiles Methodology, Beyond the Factory Gate

resource use per m2 (excluding labour input)

activity water (kg) electricity (kWh) detergent (kg)
wash 0.5 0 0.003
sweep 0 0 0
mop 0.5 0 0.003
vacumn 0 0.125 0
buff 0 0.125 0
polish 0 0.125 0
Source: Life Cycle Assessment Study on Resilient Floorcoverings. Fraunhofer Institute
Appendix C
Environmental Profile for 1000km of transport by a 33 tonne articulated lorry

Approved Environmental Profile

Characterised and Normalised Data for:
1000 km by typical large truck

Start Date 1 January 1997

End Date 31 December 1997
Source of Data DETR
Geography UK Transportation
Representativeness Typical Articulated Lorry
LCA Methodology BRE
Allocation 100% to product by value
Date of Data Entry 1 December 1999
Boundary Cradle to Grave
Comments For truck journey of 1000km, tonne km dependent on load. Return journey
excluded
Issue Characterised Data Unit
Climate Change 1300 kg CO2 eq. (100yr)
Acid Deposition 12 kg SO2 eq.
Ozone Depletion 0 kg CFC11 eq.
Pollution to Air: Human Toxicity 14 kg tox.
Pollution to Air: Photochemical Ozone Creation Potential 1.8 kg ethene eq.
Pollution to Water: Human Toxicity 0 kg tox.
Pollution to Water: Ecotoxicity 0 m3 tox.
Pollution to Water: Eutrophication 2 kg PO4 eq.
Fossil Fuel Depletion 0.4 toe
Minerals Extraction 0 tonnes
Water Extraction 0 litres
Waste Disposal 0 tonnes
Transport Pollution & Congestion: Freight 1000 tonne.km
Issue Normalised Data UK CItizen's Impacts
Climate Change 0.1 12300 kg CO2 eq. (100yr)
Acid Deposition 0.21 58.9 kg SO2 eq.
Ozone Depletion 0 0.286 kg CFC11 eq.
Pollution to Air: Human Toxicity 0.15 90.7 kg tox.
Pollution to Air: Photochemical Ozone Creation Potential 0.055 32.2 kg ethene eq.
Pollution to Water: Human Toxicity 0 0.0117 kg tox.
Pollution to Water: Ecotoxicity 0 178000 m3 tox.
BRE Environmental Profiles Methodology, Beyond the Factory Gate

Pollution to Water: Eutrophication 0.25 8.01 kg PO4 eq.

Fossil Fuel Depletion 0.097 4.09 toe
Minerals Extraction 0 5.04 tonnes
Water Extraction 0 418000 litres
Waste Disposal 0 7.19 tonnes
Transport Pollution & Congestion: Freight 0.24 4140 tonne.km
sPrimary Energy 17 GJ
(C) Crown and Building Research Establishment 1999
Environmental Profiling is an independent environmental information scheme run by BRE. The Profile is based
on data provided by manufacturers for the period stated. BRE has no responsibility for the environmental
performance of the product. Profiles may only be distributed in their entirety and in accordance with the terms
and conditions of any contract.
BRE Environmental Profiles Methodology, Beyond the Factory Gate

Appendix D

Construction Materials Industry Members of the Project Steering Committee

Charles Houghton: EURISOL

Dennis Higgins: CSMA
John Bowdidge: EURISOL
David Duke-Evans: Wood Panel Industries Federation
Les Richardson: Clay Products Association
Michael Samsom: Steel Construction Institute
Lindon Sear: Quality Ash Association
Paul Jervis: British Plastics Federation.
Katherine Gaylarde: Timber Trade Federation
Joanne Deeley: British Precast Concrete Federation
Tori Oldridge: The Clay Roof Tile Council
Frank Brookes: British Wood Preserving and Damp-Proofing Association
Richard Smith: Brick Development Association
Ian Winroth: Gypsum Products Development Association
Les Parrott: British Cement Association.
Martin Southcott: Reinforced Concrete Council.
Allan Wilen: National Council of Building