Ideas for Future Cities: Intelligent, Low-Carbon and Healthy

Topic Information

Dear Colleagues,

Since the development of science and technology in this century has not broken through the glass ceiling, urban development and construction relying on traditional disciplines such as architecture, civil and environmental engineering have also entered a low-speed stage. The question of where modern cities will go in the foreseeable future is worth considering. We believe that future cities will become an intelligent and low-carbon world dedicated to human health. Future cities will be fundamentally redesigned to meet the needs of sustainable development. To reduce carbon emissions, intelligent automated equipment will become the mainstream. To eliminate resource shortages and reduce dependence on fossil fuels, future cities will be dedicated to the development of renewable energy. Therefore, future cities will also become more liveable, which is beneficial to human health. Also, public interaction spaces, green parks, and social spaces will be redesigned to better meet the needs of healthy cities. The future cities will increasingly rely on virtual reality technologies to enhance the efficiency of urban management.

The purpose of this topic is to display innovative ideas for future cities. Furthermore, these ideas are supported by multiple disciplines. We sincerely invite scholars from various fields to present creative and cutting-edge ideas and techniques for the development of future cities. The topics of interest for publication include, but are not limited to, the following: 

• Future city
• Intelligent construction
• Low carbon
• Healthy
• Sustainability
• Land use
• Green materials
• 3D printing
• Renewable energies
• Urban renewal

Dr. Shan Gao
Prof. Dr. Changyong Liu
Dr. Shasha Xu
Dr. Changying Xiang
Dr. Lulu Chen
Dr. Ran Feng
Dr. Yao Ding
Topic Editors

Participating Journals

Journal Name	Impact Factor	CiteScore	Launched Year	First Decision (median)	APC
Applied Sciences applsci	2.5	5.3	2011	18.4 Days	CHF 2400	Submit
Buildings buildings	3.1	3.4	2011	15.3 Days	CHF 2600	Submit
Energies energies	3.0	6.2	2008	16.8 Days	CHF 2600	Submit
Land land	3.2	4.9	2012	16.9 Days	CHF 2600	Submit
Materials materials	3.1	5.8	2008	13.9 Days	CHF 2600	Submit
Sustainability sustainability	3.3	6.8	2009	19.7 Days	CHF 2400	Submit
Water water	3.0	5.8	2009	17.5 Days	CHF 2600	Submit

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Published Papers (7 papers)

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14 pages, 5752 KiB  

Open AccessArticle

Comparison of the Workday and Non-Workday Carbon Emission Reduction Benefits of Bikeshare as a Feeder Mode of Metro Stations

by Hao Li, Zhaofei Wang and Qiuping Wang

Appl. Sci. 2024, 14(12), 5107; https://doi.org/10.3390/app14125107 - 12 Jun 2024

Viewed by 793

Abstract

Bikeshare, as a convenient transport mode, can address the first- and last-mile travel needs of metro trips while generating many environmental benefits, such as reducing the use of environmentally unfriendly transport modes and lowering the carbon emissions of the urban transportation system. This [...] Read more.

Bikeshare, as a convenient transport mode, can address the first- and last-mile travel needs of metro trips while generating many environmental benefits, such as reducing the use of environmentally unfriendly transport modes and lowering the carbon emissions of the urban transportation system. This paper takes bikeshare as a feeder mode of metro stations (BS-FMMS) as the research object and compares the spatial and temporal differences in the carbon emission reduction benefits of BS-FMMS on workdays and non-workdays by using the framework of BS-FMMS carbon reduction benefit analysis and the methods of time-series analysis, spatial aggregation analysis, and box plot analysis. The results show that the carbon emission reduction benefit of bikeshare has obvious morning and evening peaks on workdays, while it tends to be stable without obvious peaks during the day on non-workdays. From the perspective of spatial distribution, the carbon emission reduction benefits of BS-FMMS are more significant in the metro station areas in the south of Baoan district, the west of Nanshan district, the central of Longhua district, and the south of Futian district in Shenzhen city, and the metro stations where the carbon emission reduction benefits of the non-workday are greater than those of the workday are mainly concentrated in Nanshan district, Futian district, and Luohu district. There is a significant positive correlation between BS-FMMS ridership and carbon emission reduction. These findings can provide clear policy implications for the decarbonization development of urban transportation systems. Full article

(This article belongs to the Topic Ideas for Future Cities: Intelligent, Low-Carbon and Healthy)

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Figure 1

Figure 1
<p>Spatial distribution of study area and study data. (<b>a</b>–<b>f</b>) are the spatial distributions of the study area, metro stations, workday bikeshare origins, non-workday bikeshare origins, workday bikeshare destinations, and non-workday bikeshare destinations, respectively.</p> Full article ">Figure 2
<p>The framework of methods.</p> Full article ">Figure 3
<p>Growth rate of bikeshare ridership within the catchment area.</p> Full article ">Figure 4
<p>Distribution of transfer characteristics of bikeshares. (<b>a</b>,<b>b</b>) show the temporal distribution of bikeshare feeder volumes on workdays and non-workdays, respectively. (<b>c</b>,<b>d</b>) are the feeder distance distributions of bikeshare on workdays and non-workdays, respectively.</p> Full article ">Figure 5
<p>Temporal distribution of carbon reduction benefits of BS-FMMS on workdays and non-workdays. (<b>a</b>) represents the workday and (<b>b</b>) represents the non-workday.</p> Full article ">Figure 6
<p>Spatial distribution of carbon reduction benefits of BS-FMMS on workdays and non-workdays. From top to bottom, it shows the spatial distribution of workday, the spatial distribution of non-workday, the spatial distribution of the difference between workday and non-workday (type 1 is that the carbon emission reduction on workday is larger than that on non-workday, and type 2 is that the carbon emission reduction on workday is smaller than that on non-workday), and the distribution of the box plots within the same period. From left to right, these are the all-day period (6:30 to 23:00), the morning peak period (7:00 to 9:00), and the evening peak period (17:00 to 19:00). (<b>a</b>,<b>e</b>,<b>i</b>) show the spatial distribution of carbon emission reductions during the all-day period, the morning peak period, and the evening peak period on workdays, respectively. (<b>b</b>,<b>f</b>,<b>j</b>) represent the spatial distribution of carbon emission reductions during the all-day period, the morning peak period, and the evening peak period on non-workdays, respectively. (<b>c</b>,<b>g</b>,<b>k</b>) show the spatial distribution of the difference in carbon emission reductions between workdays and non-workdays in the all-day period, the morning peak period, and the evening peak period, respectively. (<b>d</b>,<b>h</b>,<b>l</b>) represent the box plots distribution of carbon emission reductions between workdays and non-workdays in the all-day period, the morning peak period, and the evening peak period, respectively.</p> Full article ">Figure 7
<p>Relationship between ridership and carbon emission reduction. (<b>a</b>,<b>b</b>) are plots of workday and non-workday, respectively. X is the ridership of bikeshare in a specific metro station area during a specific time period, and Y is the carbon emission reduction of bikeshare in the corresponding metro station area during the corresponding time period.</p> Full article ">

18 pages, 6983 KiB  

Open AccessArticle

Data Drive—Charging Behavior of Electric Vehicle Users with Variable Roles

by Weihua Wu, Jieyun Wei, Eun-Young Nam, Yifan Zhang and Dongphil Chun

Sustainability 2024, 16(11), 4842; https://doi.org/10.3390/su16114842 - 6 Jun 2024

Cited by 2 | Viewed by 1271

Abstract

The global proliferation of electric vehicles (EVs) has brought forth new challenges in electric vehicle (EV) charging infrastructure. This paper utilizes operational data from the 5G real-time system of EV and traffic platforms (5gRTS-ET) in China, encompassing 12,597,109 cases and 32,259 EVs. By [...] Read more.

The global proliferation of electric vehicles (EVs) has brought forth new challenges in electric vehicle (EV) charging infrastructure. This paper utilizes operational data from the 5G real-time system of EV and traffic platforms (5gRTS-ET) in China, encompassing 12,597,109 cases and 32,259 EVs. By employing frequency density analysis, a dynamic charging behavior model is devised to address the limitations of static models in accommodating the diverse roles of EV users. Analysis reveals distinct charging behavior preferences among three urban EV operation modes, paving the way for an adaptive model for integrating charging points into networked operations on the platform. Full article

(This article belongs to the Topic Ideas for Future Cities: Intelligent, Low-Carbon and Healthy)

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Figure 1

Figure 1
<p>Data sampling filtering.</p> Full article ">Figure 2
<p>Private EV charging frequency density by date.</p> Full article ">Figure 3
<p>Non-private EV charging frequency density by date.</p> Full article ">Figure 4
<p>Frequency bar chart of private cases and other cases.</p> Full article ">Figure 5
<p>Average daily charging amount.</p> Full article ">Figure 6
<p>Sum charging amount over each month.</p> Full article ">Figure 7
<p>Frequency density distribution of EV charging frequency.</p> Full article ">Figure 8
<p>EV charge frequency and charge duration scatter plot.</p> Full article ">Figure 9
<p>Scatter plot of charge frequency and charge amount.</p> Full article ">Figure 10
<p>Frequency density analysis of charging duration.</p> Full article ">Figure 11
<p>Frequency density of charging amount.</p> Full article ">Figure 12
<p>Frequency density of charging time periods for all cases.</p> Full article ">Figure 13
<p>Logistic distribution EV cases distribution of 24h.</p> Full article ">Figure 14
<p>Mean fare amount over 24 h.</p> Full article ">Figure 15
<p>Mean charging time over 24 h.</p> Full article ">Figure 16
<p>Mean charging amount over 24 h.</p> Full article ">

20 pages, 4859 KiB  

Open AccessArticle

Axial Compressive Behaviours of Coal Gangue Concrete-Filled Circular Steel Tubular Stub Columns after Chloride Salt Corrosion

by Tong Zhang, Hongshan Wang, Xuanhe Zheng and Shan Gao

Materials 2024, 17(11), 2782; https://doi.org/10.3390/ma17112782 - 6 Jun 2024

Viewed by 929

Abstract

The axial compressive behaviours of coal gangue concrete-filled steel tube (GCFST) columns after chloride salt corrosion were investigated numerically. Numerical modelling was conducted through the static analysis method by finite element (FE) analysis. The failure mechanism, residual strength, and axial load–displacement curves were [...] Read more.

The axial compressive behaviours of coal gangue concrete-filled steel tube (GCFST) columns after chloride salt corrosion were investigated numerically. Numerical modelling was conducted through the static analysis method by finite element (FE) analysis. The failure mechanism, residual strength, and axial load–displacement curves were validated against tests of the coal gangue aggregate concrete-filled steel tube (GCFST) columns at room and natural aggregate concrete-filled steel tube (NCFST) columns after salt corrosion circumstance. According to the analysis on the stress distribution of the steel tube, the stress value of the steel tube decreased as the corrosion rate increased at the same characteristic point. A parametric analysis was carried out to determine the effect of crucial variation on residual strength. It indicated that material strength, the steel ratio, and the corrosion rate made a profound impact on the residual strength from the FE. The residual strength of the columns exposed to chloride salt was in negative correlation with the corrosion rate. The impact on the residual strength of the column was little, obvious by the replacement rate of the coal gangue. A simplified design formula for predicting the ultimate strength of GCFST columns after chloride salt corrosion exposure was proposed. Full article

(This article belongs to the Topic Ideas for Future Cities: Intelligent, Low-Carbon and Healthy)

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Figure 1

Figure 1
<p>Stress-strain curve of Q345 steel after corrosion exposure.</p> Full article ">Figure 2
<p>The established model of the C-GCFST stub column with uniform corrosion damage.</p> Full article ">Figure 3
<p>The numerical and experimental failure pattern of the typical C-CFST stub columns. (<b>a</b>) C3.0-0-20; (<b>b</b>) C4.5-0-20; (<b>c</b>) Q235-20-0; (<b>d</b>) Q345-20-0; (<b>e</b>) SCGA-100-2.75; (<b>f</b>) SCGA-100-3.5; (<b>g</b>) SCGA-100-4.5; (<b>h</b>) S40-50-c; (<b>i</b>) S40-100-c.</p> Full article ">Figure 4
<p>The compared numerical and experimental N-∆ curves of the C-CFST stub after chloride salt corrosion. (<b>a</b>) C3.0-0-10 and C4.5-0-10; (<b>b</b>) C3.0-0-20 and C4.5-0-20; (<b>c</b>) C3.0-0-30 and C4.5-0-30; (<b>d</b>) Q235-5-0 and Q345-5-0; (<b>e</b>) Q235-10-0 and Q345-10-0; (<b>f</b>) Q235-20-0 and Q345-20-0.</p> Full article ">Figure 5
<p>The compared numerical and experimental <span class="html-italic">N–∆</span> curves of the C-GCFST stub at room temperature. (<b>a</b>) SCGA-50-2.75 and SCGA-50-3.75; (<b>b</b>) SCGA-100-2.75 and SCGA-100-3.75; (<b>c</b>) SCGA-50-4.5 and SCGA-100-4.5; (<b>d</b>) S40-50-a and S60-50-a; (<b>e</b>) S40-50-b and S60-50-b; (<b>f</b>) S40-50-c and S60-50-c; (<b>g</b>) S40-100-a and S60-100-a; (<b>h</b>) S40-100-b and S60-100-b; (<b>i</b>) S40-100-c and S60-100-c.</p> Full article ">Figure 5 Cont.
<p>The compared numerical and experimental <span class="html-italic">N–∆</span> curves of the C-GCFST stub at room temperature. (<b>a</b>) SCGA-50-2.75 and SCGA-50-3.75; (<b>b</b>) SCGA-100-2.75 and SCGA-100-3.75; (<b>c</b>) SCGA-50-4.5 and SCGA-100-4.5; (<b>d</b>) S40-50-a and S60-50-a; (<b>e</b>) S40-50-b and S60-50-b; (<b>f</b>) S40-50-c and S60-50-c; (<b>g</b>) S40-100-a and S60-100-a; (<b>h</b>) S40-100-b and S60-100-b; (<b>i</b>) S40-100-c and S60-100-c.</p> Full article ">Figure 6
<p>Load–displacement curves.</p> Full article ">Figure 7
<p>Mises stress distribution of the steel tube at point A. (<b>a</b>) <span class="html-italic">ρ</span> = 0; (<b>b</b>) <span class="html-italic">ρ</span> = 10%; (<b>c</b>) <span class="html-italic">ρ</span> = 30% (unit: Pa).</p> Full article ">Figure 8
<p>Mises stress distribution of the steel tube at point B. (<b>a</b>) <span class="html-italic">ρ</span> = 0; (<b>b</b>) <span class="html-italic">ρ</span> = 10%; (<b>c</b>) <span class="html-italic">ρ</span> = 30% (unit: Pa).</p> Full article ">Figure 9
<p>Mises stress distribution of the steel tube at point C. (<b>a</b>) <span class="html-italic">ρ</span> = 0; (<b>b</b>) <span class="html-italic">ρ</span> = 10%; (<b>c</b>) <span class="html-italic">ρ</span> = 30% (unit: Pa).</p> Full article ">Figure 10
<p>Mises stress distribution of the steel tube at point D. (<b>a</b>) <span class="html-italic">ρ</span> = 0; (<b>b</b>) <span class="html-italic">ρ</span> = 10%; (<b>c</b>) <span class="html-italic">ρ</span> = 30% (unit: Pa).</p> Full article ">Figure 11
<p>The influence of variations on Nu: (<b>a</b>) replacement rate; (<b>b</b>) the yield strength of the steel tube; (<b>c</b>) concrete strength; and (<b>d</b>) steel ratio.</p> Full article ">Figure 12
<p>The curve of <span class="html-italic">N</span>_d/<span class="html-italic">N</span>₀ and <span class="html-italic">r</span>.</p> Full article ">Figure 13
<p>Results of <span class="html-italic">Nd</span> and <span class="html-italic">Nf</span>.</p> Full article ">

29 pages, 23241 KiB  

Open AccessArticle

Urban Waterfront Regeneration on Ecological and Historical Dimensions: Insight from a Unique Case in Beijing, China

by Lulu Chen, Hong Leng, Jian Dai, Yi Liu and Ziqing Yuan

Land 2024, 13(5), 674; https://doi.org/10.3390/land13050674 - 13 May 2024

Cited by 1 | Viewed by 1901

Abstract

To address current ecological issues and a lack of historical preservation in Beijing’s waterfront, it has become necessary to establish an urban design project that optimizes these aspects. This study focuses on “Beijing’s Waterfront Overall Urban Design,” a project that integrates government requirements [...] Read more.

To address current ecological issues and a lack of historical preservation in Beijing’s waterfront, it has become necessary to establish an urban design project that optimizes these aspects. This study focuses on “Beijing’s Waterfront Overall Urban Design,” a project that integrates government requirements with Beijing’s waterfront urban design characteristics and problems to establish an urban layer system from two dimensions: historical and ecological. It explores how the urban layer system can be applied to Beijing’s overall waterfront urban design, from investigation to evaluation, analysis, visualization, and strategy development. First, an urban layer system for Beijing’s waterfront was established from a historical perspective, based on urban setting and construction stages and space utilization, referring to the literature and field surveys. The evolution of urban layers of waterbodies, the water–city relationship, and water functions was systematically analyzed. Second, an urban layer system was established for the ecological dimension of Beijing’s waterfront based on a literature review, expert interviews, and analytic hierarchy process methods. It included four urban layers: waterbody, greening, shoreline, and ecological function. The quality of the ecological urban design of 54 waterfront reaches in Beijing was evaluated using questionnaires and field surveys. Third, a series of urban layer maps was generated using the mapping method. Finally, urban design strategies were developed based on the combined historical and ecological characteristics and problems of Beijing’s waterfront. The results of this study and the concept of an urban layer system for waterfront urban design can benefit waterfront urban design projects and future studies. Full article

(This article belongs to the Topic Ideas for Future Cities: Intelligent, Low-Carbon and Healthy)

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Figure 1

Figure 1
<p>Study framework.</p> Full article ">Figure 2
<p>The study area.</p> Full article ">Figure 3
<p>Profile of a waterfront reach.</p> Full article ">Figure 4
<p>The urban layer system of Beijing’s water environment during the urban siting stage (B.C. 475–221): (<b>a</b>) the waterbody layer and the water–city relationship layer; (<b>b</b>) the water function layer.</p> Full article ">Figure 5
<p>The urban layer system of Beijing’s water environment during the Han Dynasty (B.C. 202–A.D. 220) and the Three Kingdoms period (A.D. 220–28): (<b>a</b>) the waterbody layer and the water–city relationship layer; (<b>b</b>) the water function layer.</p> Full article ">Figure 6
<p>The urban layer system of Beijing’s water environment during the Jin Dynasty (A.D. 1115–1234): (<b>a</b>) the waterbody layer and the water–city relationship layer; (<b>b</b>) the water function layer.</p> Full article ">Figure 7
<p>The urban layer system of Beijing’s water environment during the Yuan Dynasty (A.D. 1271–1368): (<b>a</b>) the waterbody layer and the water–city relationship layer; (<b>b</b>) the water function layer.</p> Full article ">Figure 8
<p>The urban layer system of Beijing’s water environment during the Ming and Qing dynasties (A.D. 1368–1911): (<b>a</b>) the waterbody layer and the water–city relationship layer; (<b>b</b>) the water function layer.</p> Full article ">Figure 9
<p>The water–city relationship layer of Beijing: (<b>a</b>) during the Yuan Dynasty; (<b>b</b>) during the Ming and Qing dynasties.</p> Full article ">Figure 10
<p>The water function layer during the urban regeneration stage.</p> Full article ">Figure 11
<p>Evolution of the waterbody layer and the water–city layer of Beijing’s waterfront.</p> Full article ">Figure 12
<p>Evolution of the water function layer of Beijing’s waterfront in various periods.</p> Full article ">Figure 13
<p>Overall evaluation map of the ecological quality of Beijing’s waterfront.</p> Full article ">Figure 14
<p>The waterbody layer in Beijing: (<b>a</b>) waterway layout; (<b>b</b>) water quality; (<b>c</b>) water quantity; (<b>d</b>) waterbody width.</p> Full article ">Figure 15
<p>The greening layer in Beijing: (<b>a</b>) water access; (<b>b</b>) vegetation.</p> Full article ">Figure 16
<p>Connection between the waterfront and urban green space in Beijing: (<b>a</b>) waterfront adjacent to the green space; (<b>b</b>) green space in 100 m of water ecological corridor; (<b>c</b>) green space in 200 m of water ecological corridor.</p> Full article ">Figure 17
<p>Fifteen types of shorelines in Beijing’s waterfront.</p> Full article ">Figure 18
<p>Distribution of 15 types of shorelines in Beijing’s waterfront.</p> Full article ">Figure 19
<p>Map of Beijing’s culvert.</p> Full article ">Figure 20
<p>The step of historical protection strategies.</p> Full article ">Figure 21
<p>Historical protection strategies for Beijing’s waterfront’s overall urban design.</p> Full article ">Figure 22
<p>The macro-level ecological strategies of Beijing’s waterfront overall urban design: (<b>a</b>) clean up the pollutants in channel and rainwater runoffs; (<b>b</b>) use gentle shoreline for planting to replace the vertical impermeable shoreline; (<b>c</b>) construct a diverse range of native vegetation communities; (<b>d</b>) make an overall ecological design form of the waterfront.</p> Full article ">Figure 23
<p>The meso-level ecological strategies of Beijing’s waterfront overall urban design: (<b>a</b>) installing a rainwater collection system and using permeable surfaces; (<b>b</b>) enhancing the viewing experience by varying the effects of plants and space in different seasons; (<b>c</b>) adapting to seasonal changes by micro-topography and building shaded space; (<b>d</b>) making an overall ecological design form of the waterfront.</p> Full article ">Figure 24
<p>The micro-level ecological strategies of Beijing’s waterfront overall urban design: (<b>a</b>) adopting multi-level ecological plant configuration based on the native plants with low-maintenance demands; (<b>b</b>) the paving material being mainly composed of concrete and brick, as well as the partial use of plain soil; (<b>c</b>) taking advantage of local waterbodies and whole stones to simulate the state of nature; (<b>d</b>) making an overall ecological design form of the waterfront.</p> Full article ">

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17 pages, 1561 KiB  

Open AccessArticle

Impact Analysis of Regional Smart Development on the Risk of Poverty among the Elderly

by Chunyang Luo, Hongmei Li and Lisha Song

Sustainability 2024, 16(7), 3094; https://doi.org/10.3390/su16073094 - 8 Apr 2024

Cited by 2 | Viewed by 1443

Abstract

As China continues to introduce policies to promote the construction of smart cities, the governance capacity and living environment of many pilot regions have moved towards smart development and sustainability. In order to reveal the impact of improving regional smart development on the [...] Read more.

As China continues to introduce policies to promote the construction of smart cities, the governance capacity and living environment of many pilot regions have moved towards smart development and sustainability. In order to reveal the impact of improving regional smart development on the lives of the elderly, we explored the relationship between regional smart development and the risk of poverty in old age. The results show that at present, the development of smart cities continues to grow; the majority of elderly respondents’ poverty risk is general; the development of smart cities at the regional level is effective in reducing the poverty risk of the elderly in the region, with the degree of impact varying by region; and the impact of smart development at the regional level on the risk of poverty in old age varies with different levels of social support. Based on this, suggestions are made to vigorously develop the regional economy, improve the social security mechanism for the elderly, and accelerate the digitalization and humanization of infrastructure so as to better meet the needs of China’s elderly population in the context of high-quality smart development in the region and achieve sustainable development goals. Full article

(This article belongs to the Topic Ideas for Future Cities: Intelligent, Low-Carbon and Healthy)

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Figure 1

Figure 1
<p>BP neural net topology.</p> Full article ">Figure 2
<p>Iterative error.</p> Full article ">Figure 3
<p>Regional comparison of elderly poverty risk in China, 2020.</p> Full article ">Figure 4
<p>Correlation test.</p> Full article ">

19 pages, 4503 KiB  

Open AccessArticle

The Design of Façade-Integrated Vertical Greenery to Mitigate the Impacts of Extreme Weather: A Case Study from Hong Kong

by Changying Xiang and Lulu Tao

Buildings 2023, 13(11), 2865; https://doi.org/10.3390/buildings13112865 - 16 Nov 2023

Viewed by 1637

Abstract

Vertical greenery not only helps to cool the surfaces of buildings but, more importantly, it can also mitigate the Urban Heat Island effect. The growth of vertical greenery is highly dependent on ongoing maintenance, such as irrigation. Wind-driven rain serves as a natural [...] Read more.

Vertical greenery not only helps to cool the surfaces of buildings but, more importantly, it can also mitigate the Urban Heat Island effect. The growth of vertical greenery is highly dependent on ongoing maintenance, such as irrigation. Wind-driven rain serves as a natural source of irrigation for vertical greenery. Wind-driven rain simulation was conducted on a typical high-density and high-rise case in Hong Kong to first classify the wind-driven rain harvesting potential on the façade with very high, high, moderate, low, and very low levels. Then, Scenario 1 (very high potential), Scenario 2 (very high + high potential), and Scenario 3 (very high + high + moderate potential) regarding vertical greenery in locations with three levels of wind-driven rain harvesting potential were simulated in ENVI-met to assess its Urban Heat Island mitigation effect. The maximum temperature reduction on the street occurs between 12 p.m. and 3 p.m., indicating the greatest mitigation of the Urban Heat Island effect. Scenario 1, Scenario 2, and Scenario 3 achieve a maximum temperature reduction of 0.76 °C, 0.88 °C, and 1.06 °C, respectively, during this time period. Full article

(This article belongs to the Topic Ideas for Future Cities: Intelligent, Low-Carbon and Healthy)

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Figure 1

Figure 1
<p>The number of very hot days observed at the Hong Kong Observatory since 1884, excluding 1940–1946. From the Hong Kong Observatory.</p> Full article ">Figure 2
<p>Annual number of heavy rain days in Hong Kong (1884–2022). From the Hong Kong Observatory.</p> Full article ">Figure 3
<p>Overview of the selected case.</p> Full article ">Figure 4
<p>Computational domain.</p> Full article ">Figure 5
<p>Probability distribution of raindrop size for a rainfall intensity of 64 mm/h.</p> Full article ">Figure 6
<p>Location of receptors.</p> Full article ">Figure 7
<p>Wind-driven rain distribution on building façades.</p> Full article ">Figure 8
<p>Vertical greenery coverage according to WDR distribution.</p> Full article ">Figure 9
<p>The temperature at every moment within 24 h: (<b>a</b>) receptor 1 and (<b>b</b>) receptor 2.</p> Full article ">Figure 9 Cont.
<p>The temperature at every moment within 24 h: (<b>a</b>) receptor 1 and (<b>b</b>) receptor 2.</p> Full article ">Figure 10
<p>The absolute temperature difference at every moment within 24 h: (<b>a</b>) receptor 1 and (<b>b</b>) receptor 2.</p> Full article ">

13 pages, 1361 KiB  

Open AccessArticle

Embodied Carbon in Australian Residential Houses: A Preliminary Study

by Chethana Illankoon, Sadith Chinthaka Vithanage and Nethmin Malshani Pilanawithana

Buildings 2023, 13(10), 2559; https://doi.org/10.3390/buildings13102559 - 10 Oct 2023

Cited by 4 | Viewed by 2633

Abstract

Embodied carbon is a buzzword in the construction industry. Australia is committed to achieving Net Zero 2050 targets, and minimizing embodied carbon (EC) is inevitable. Owing to the population growth, there will be a significant demand for residential construction. Therefore, the material consumption [...] Read more.

Embodied carbon is a buzzword in the construction industry. Australia is committed to achieving Net Zero 2050 targets, and minimizing embodied carbon (EC) is inevitable. Owing to the population growth, there will be a significant demand for residential construction. Therefore, the material consumption in residential construction should be evaluated and proper strategies should be in place to minimize EC. The aim of this research is to undertake a preliminary study of EC in the Australian residential sector, with an emphasis on new residential home construction. This research presents a preliminary study on EC in residential buildings in Australia. Three case study residential buildings were used in this study. All three case studies are single -story residential units, with a gross floor area between 200 and 240 m². One Click LCA software was used to calculate the EC. The EC of three case study residential homes is between 193 and 233 kgCO₂e/m². Based on the findings of this study, ‘other structures and materials’ contribute to a large amount of EC in residential construction. Concrete and aluminum are considered significant contributors to EC. Therefore, it is vital to either introduce low-EC material to replace aluminum windows or introduce various design options to minimize the use of aluminum in windows. There are various sustainable concretes available with low EC. It is essential to explore these low-EC concretes in residential homes as well. This research identifies the importance of adopting strategies to reduce the carbon impact from other sources, including concrete. It is also essential to consider the EC through transportation related to construction and promote locally sourced building materials in residential construction. Therefore, the results of this research indicate the necessity of reducing raw material consumption in Australian residential construction by implementing approaches such as a circular economy in order to circulate building materials throughout the construction supply chain and reduce raw material extraction. Full article

(This article belongs to the Topic Ideas for Future Cities: Intelligent, Low-Carbon and Healthy)

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