Global Emissions Research Articles

Balancing Economic Growth and Emission Reductions: Policy Trade-offs in India’s Power Sector Towards Achieving the 2070 Net-Zero Goal

India faces significant policy trade-offs between raising living standards for 1.4 billion people and reducing global GHG emissions. While the government has introduced policies to promote renewable energy and reduce coal dependency, numerous efforts are required to meet the 2070 net-zero target. Cutting emissions will likely slow short-term growth and affect coal-dependent communities. However, the right policies can minimize these costs. This paper reviews India’s current climate policies and models emission trajectories under various policy scenarios to explore ways to reduce GHG emissions effectively.

Implementation of Car-Free Days in Support of Sustainable Development to Reduce Vehicle CO2 Emissions in Urban Areas

The transportation sector is one of the main contributors to global greenhouse gas emissions, accounting for 18.52% of total emissions, with this percentage reaching 40% in developed countries. This research aims to assess the effectiveness of Car-Free Day (CFD) implementation in reducing emissions in Cirebon, Indonesia, as a contribution to the 13th Sustainable Development Goal on climate action. The research method used a mixed approach, combining quantitative analysis of fuel consumption data with qualitative interviews to gain a comprehensive understanding of the impact of CFD. Referring to the Ministry of Environment and Forestry's National Greenhouse Gas Inventory guidelines, Book I: The results showed that while CFD reduced emissions by 13-26% in the designated lane due to traffic diversion, it also led to an 8-14% increase in emissions in the alternative lane. Therefore, the overall emission reduction effort was not optimal, as the emission reduction in one lane was masked by the emission increase in the other lane. The implication of this research is that a more holistic approach is needed to effectively reduce urban greenhouse gas emissions. The results of this research can serve as a basis for formulating more effective transportation policies, such as extending the duration and coverage of CFD, restricting vehicles on alternative routes, and improving public transportation systems that are more environmentally friendly.

Dynamic linkages between element input structure, global value chain, and carbon emissions: evidence from a heterogeneous panel cointegration model

ABSTRACT Industrial CO2 constitutes a dominant component of global CO2 emissions. Therefore, modifications in industrial production processes are crucial. We analyse global cross-national panel datasets from 1995 to 2018 using the panel autoregressive distributed lag (ARDL) model to provide comprehensive evidence of the combined effects of input-side element structures and production-side global value chain (GVC) divisions on output-side CO2 emissions. The results show that: (i) Renewable energy and service elements in production factors can reduce CO2 emissions, though their abatement effects vary. Both can produce sustained carbon mitigation effects in the long term, but only renewable energy is effective in the short term. (ii) The GVC division pattern can induce a CO2 emission increase in both the short and long term, though these effects are heterogeneous depending on the differences in forward-backward GVC divisions. (iii) A path dependence analysis shows that input-side element structures can change production-side GVC divisions, thereby affecting output-side emissions. This study extends our understanding of the environmental effects of various production links and helps coordinate high-quality economic development and impending environmental constraints.

Heterogenous Chemistry of I2O3 as a Critical Step in Iodine Cycling.

Global iodine emissions have been increasing rapidly in recent decades, further influencing the Earth's climate and human health. However, our incomplete understanding of the iodine chemical cycle, especially the fate of higher iodine oxides, introduces substantial uncertainties into atmospheric modeling. I2O3 was previously deemed a "dead end" in iodine chemistry; however, we provide atomic-level evidence that I2O3 can undergo rapid air-water or air-ice interfacial reactions within several picoseconds; these reactions are facilitated by prevalent chemicals on seawater such as amines and halide ions, to produce photolabile reactive iodine species such as HOI and IX (X = I, Br, and Cl). The heterogeneous chemistry of I2O3 leads to the rapid formation of iodate ions (IO3-), which is the predominant soluble iodine and its concentration cannot be well explained by current chemistry. These new loss pathways for atmospheric I2O3 can further explain its absence in field observations and its presence in laboratory experiments; furthermore, these pathways represent a heterogeneous recycling mechanism that can activate the release of reactive iodine from oceans, polar ice/snowpack, or aerosols. Rapid reactive adsorption of I2O3 can also promote the growth of marine aerosols. These findings provide novel insights into iodine geochemical cycling.

Comparison of the Physical Trace of Global Luminosity Emission at Multiwavelength and Star Formation Rates of Luminous Infrared Galaxies Using Extragalactic Distance Scale Techniques

This paper aims to study the rate of star formation (SFR) in luminous infrared galaxies at different wavelengths using distance measurement techniques (dl, dm) and to know which methods are the most accurate to determine the rate of star formation as we present through this research the results of the statistical analysis (descriptive statistics) for a sample of luminous infrared galaxies. The data used in this research were collected from the NASA Extragalactic Database (NED) and HYPERLEDA, then used to calculate the star formation rate and indicate the accuracy of the distance methods used (dl, dm). Two methods were tested on Hα, OII, FIR, radio continuum at 1.4 GHz, FUV, NUV, and total (FUV + FIR). The results showed that the dl measurement method has the most accuracy in calculating SFR as it depends on the redshift where the relationship between them is direct. while the other distance method (dm) depends on absolute blue magnitude (MB), it was somewhat less accurate, but the two methods are helpful for this type of calculation.

Flame Speed Measurements of Ammonia–Hydrogen Mixtures for Gas-Turbines

Abstract Recent findings from the U.S. Energy Information Administration project an increase in domestic fossil fuel consumption (e.g., petroleum and natural gas) and global greenhouse gas emissions through 2050 (Nalley, S., 2021, “International Energy Outlook 2021 (IEO2021),” IEO2021 Release, CSIS, Center for Strategic and International Studies, Washington, DC, Technical Presentation, pp. 2–12). Consequently, advanced combustion research aims to identify fuels to mitigate fossil fuel consumption while minimizing exhaust emissions. Ammonia (NH3) is one of these candidates, as it has historically been shown to provide high energy potential and zero-carbon emission (CO and CO2) (Hayakawa, A., Goto, T., Mimoto, R., Arakawa, Y., Kudo, T., and Kobayashi, H., 2015, “Laminar Burning Velocity and Markstein Length of Ammonia/Air Premixed Flames at Various Pressures,” Fuel, 159, pp. 98–106). As a hydrogen (H2) carrier, NH3 serves as a possible solution to the U.S. Department of Energy's Hydrogen Program Plan by providing efficient H2 storage and conservation capabilities (U.S. Department of Energy, 2020, “Department of Energy Hydrogen Program Plan,” U.S. Department of Energy, Washington, DC, Report No. DOE/EE-2128). As a result, applied turbine-combustion research of NH3 and H2 fuel has been conducted to identify combustion performance parameters that aid in the design of sustainable turbomachinery (Chiong, M.-C., Chong, C., Ng, J., Mashruk, S., Chong, W., Samiran, N., Mong, G., and Medina, A., 2021, “Advancements of Combustion Technologies in the Ammonia-Fuelled Engines,” Energy Convers. Manage., 244, p. 114460). One of these key combustion parameters is the laminar burning speed (LBS). While abundant literature exists on the combustion of NH3 and H2 fuels, there is not sufficient evidence in high-pressure environments to provide a comprehensive understanding of NH3 and H2 combustion phenomena in turbine-combustor settings. To advance the state of the knowledge, NH3 and H2 mixtures were ignited in a spherical chamber across a range of equivalence ratios at 296 K and 5 atm to understand their flame characteristics and LBS which was determined using a multizone constant volume method. The experimental conditions were selected according to primary turbine-combustor conditions, as much research is needed to support NH3–H2 applicability in turbomachinery for power generation. The effect of H2 addition to NH3 fuel was observed by comparing the LBS for various NH3–H2 mixture compositions. Experimental results revealed increased LBS values for H2 enriched NH3, with the maximum LBS occurring at stoichiometry. The experimental data were accurately predicted by the University of Central Florida (UCF) NH3–H2 mechanism developed for this investigation, while NUI 1.1 simulations overestimated recorded LBS data by a significant margin. This study demonstrates and quantifies the enhancing effect of H2 addition to NH3 fuels via LBS and strengthens the literature surrounding NH3–H2 combustion reactions for future work.

The role of socio-demographic and psychological factors in shaping individual carbon footprints in Finland.

Household consumption emissions are a major contributor to global greenhouse gas emissions, making them a vital target for emission reductions. While previous research has studied socio-demographic and situational factors in explaining the variation in individuals' carbon footprints, a more comprehensive exploration of individual drivers, would benefit the development of effective and equitable mitigation policies. The current study examines associations between psychological and socio-demographic factors and carbon footprints of Finnish adults (n = 3,519). Income was found to be the strongest factor explaining the variation in carbon footprints. While environmental attitudes, perceived easiness and perceived importance of climate actions statistically explained differences in carbon footprints, the effect sizes were modest. The factors explaining variation in the carbon footprint varied across different domains (housing, travel, diet, and other consumption of goods and services), with psychological factors having a more substantial effect on diet compared to other domains. Overall, the findings suggest that tailoring policy interventions to reduce emissions from different domains to specific groups and factors could be beneficial. Furthermore, the greatest emission reduction potential lies among higher-income individuals. In the dietary domain, attitude-changing interventions could be more effective, while financial or choice architecture interventions might be better suited for other domains.

Co-designing carbon label interventions in restaurants: insights from a field experiment in a tourism destination

ABSTRACT Food consumption accounts for a third of global greenhouse gas emissions in developed countries, with the hospitality industry, including restaurants, playing a significant role. While behavioural interventions show promise in promoting climate-friendly food choices, their implementation in hospitality operations poses significant challenges. This study integrates the operational perspectives of managers and staff with consumer behaviour insights to provide a more holistic understanding of intervention design in real-world hospitality settings. Through workshops with staff at an à la carte restaurant in a Swedish tourist destination, we co-designed a carbon label intervention and tested it in a field experiment. While the overall effect on consumer choice was limited, a substitution from high – to medium-emission dishes was observed. Moreover, our research offers a framework and practical insights for collaboratively designing behavioural interventions in hospitality. The study underscores the importance of staff engagement, guest satisfaction, and the need for ongoing adaptation in intervention design.

Pathways to reduce global plastic waste mismanagement and greenhouse gas emissions by 2050.

Plastic production and plastic pollution negatively affect our environment, environmental justice, and climate change. Using detailed global and regional plastics datasets coupled with socio-economic data, we employ machine learning to predict that, without intervention, annual mismanaged plastic waste will nearly double to 121 Mt (100 - 139 Mt 95% CI) by 2050. Annual greenhouse gas emissions from the plastic system are projected to grow by 37% to 3.35 Gt CO2 equivalent (3.09 - 3.54 CO2e) over the same period. The United Nations plastic pollution treaty presents a unique opportunity to reshape these outcomes. We simulate eight candidate treaty policies and find that just four could together reduce mismanaged plastic waste by 91% (86% - 98%) and gross plastic-related greenhouse gas emissions by one third.

Impacts of climate change and deforestation on fire risk in the Amazon basin

Fires in the Amazon rainforest are a result of anthropogenic activity in the region. As the Amazon rainforest becomes vulnerable to fire through deforestation and climate change, it is imperative to understand how the fire risk will change in future years—not only for the potential of the forest to become a source of carbon to the atmosphere if burned but also for the potential loss of unique biodiversity and its critical role in regional and global climate. Therefore, we used the Eta regional climate model driven by 3 global climate models to simulate 2 distinct scenarios: one with a high CO2 emission (RCP8.5-DEF15) path and another with a high CO2 emission path and the total deforestation of the Amazon rainforest (RCP8.5-DEFTOT). Combining the multi-model ensemble of temperature and precipitation, we calculated the Keetch-Byram Drought Index (KBDI) and analyzed the results for the dry and wet seasons. In both scenarios, precipitation is reduced and maximum temperature increased. The greatest changes occur during the dry season and with the RCP8.5-DEFTOT scenario. In RCP8.5-DEF15, the KBDI is greatly affected, showing positive anomalies in both seasons. With the addition of deforestation, the fire risk is further exacerbated, thus highlighting the role of the forest in suppressing optimal conditions for fire. Additionally, more than half of the basin area is predicted to experience a high risk of fire in extreme years. Our results emphasize the importance of reducing global emissions and deforestation of the Amazon, given that fire activity could threaten the future of the Amazon rainforest.

LIFE-CYCLE AND ENERGY CONSUMPTION OF THE COMMERCIALLY AVAILABLE PASSENGER CARS

Today, passenger vehicle emissions alone represent 15% of global greenhouse gas emissions (GHG). The automobile industry is aware of this and has taken steps towards decarbonization over the past decade. Emissions related to the six phases of the life cycle were determined from the LCA database compiled on the basis of data collected on emissions during the life cycle of different types of vehicles, units, sizes and geographical areas. Typically, Internal Combustion Engine Vehicles (ICE) constantly emit CO2 while driving, whereas Battery Electric Vehicles (BEV) and Fuel Cell Electric Vehicles (FCEV) do not. The transition to an electric vehicle is only as clean as the energy source used to charge the vehicle. Each BEV car represents approximately 2.2 MWh/year of load on the country's electric power system, while due to the way energy is converted, the ICE car represents approximately 11.9 MWh/year of fuel-equivalent load.

Examining Strategies Developed by Insurance Companies for Addressing Carbon Emissions in the Automotive Supply Chain in the UK

The automotive supply chain is one of the top eight value chains that cause 50% of global emissions. Despite its significance, limited literature has researched the role of insurance companies in addressing automotive supply chain emissions. This research explores strategies developed by insurance companies for addressing carbon emissions in the automotive supply chain in the UK. It employs a qualitative multiple case study approach and conducts in-depth analysis of main drivers, barriers, and strategies in four insurance companies in addressing automotive supply chain emissions. It finds that cost savings and competitive advantage, changing mindset, impending regulation, market changes, and increased connectedness are the main drivers. But further progress is slowed down by five main barriers: ‘the complexity of tracking and quantifying emissions’, ‘conflicts of interest in the supply chain’, ‘skill shortage’, ‘lack of accountability’, and ‘profit prioritisation’. To overcome this, the study establishes five main strategies for insurance companies to follow: ‘circular business model with green parts and repair-over-replace methodologies’, ‘supply chain collaboration’, ‘quantifying emissions and setting key performance indicators’, ‘higher weighting for ESG in tenders and policies’, and ‘education and awareness’. If followed correctly, businesses will be able to achieve ‘emission reductions’, ‘gain competitive advantage’, and ‘reduce costs in the supply chain’. Taking into account these findings and the academic literature, this study develops a framework for insurance companies to mitigate automotive supply chain emissions. This is one of the first papers to study carbon emissions in automotive supply chains from the perspective of the insurance industry. It provides practical implications for the insurance industry in developing carbon emission strategies in automotive supply chains.

Potential Reduction in Carbon Emissions in the Transport of Aggregates by Switching from Road-Only Transport to an Intermodal Rail/Road System

Aggregates are the second-most consumed product in the world after water. This geological resource is used as building and construction material, and its production in quarries and delivery to customers generates several environmental problems. Their transport from quarries to consumption points, almost entirely done by truck, also generates impacts such as an increase in traffic and noise and the emission of greenhouse gases and other pollutants. Transportation and storage of goods account for 15% of greenhouse gas emissions in Europe and will increase significantly by 2050. To mitigate this, the European Union suggested shifting 30% of long-distance road freight to cleaner alternatives, such as rail or waterborne transport. This approach neglects the enormous volume of short-distance freight movement and its impact on achieving the goal of reducing greenhouse gas emissions. In this study, the hypothesis to test is whether the use of an intermodal rail/road transport mode, instead of just roads, for the transport of some products can help reduce global CO2 emissions even for short distances. To test this, this study investigates the carbon emissions (and transport cost reduction) generated by rail/road intermodal aggregate transport for short distances in the Madrid region (Spain), rather than the currently used direct truck transport. An analysis of variables, such as aggregate supply, demand locations and amounts, and road and rail networks, using a geographical information system provides the associated carbon emissions of the different transport alternatives. To obtain a reduction in CO2 emissions, this study proposes the establishment of intermodal transfer facilities near consumption centers, where materials are primarily transported by rail, with road transport limited to the final delivery to consumption areas. The results anticipate a notable decrease in carbon emissions in aggregate transport and allow the establishment of more efficient and environmentally friendly rail/road intermodal transport that would help to meet the goals of reducing climate change while making the use of aggregates more environmentally friendly.

A global re-analysis of regionally resolved emissions and atmospheric mole fractions of SF6 for the period 2005–2021

Abstract. We determine the global emission distribution of the potent greenhouse gas sulfur hexafluoride (SF6) for the period 2005–2021 using inverse modelling. The inversion is based on 50 d backward simulations with the Lagrangian particle dispersion model (LPDM) FLEXPART and on a comprehensive observation data set of SF6 mole fractions in which we combine continuous with flask measurements sampled at fixed surface locations and observations from aircraft and ship campaigns. We use a global-distribution-based (GDB) approach to determine baseline mole fractions directly from global SF6 mole fraction fields at the termination points of the backward trajectories. We compute these fields by performing an atmospheric SF6 re-analysis, assimilating global SF6 observations into modelled global three-dimensional mole fraction fields. Our inversion results are in excellent agreement with several regional inversion studies in the USA, Europe, and China. We find that (1) annual US SF6 emissions strongly decreased from 1.25 Gg in 2005 to 0.48 Gg in 2021; however, they were on average twice as high as the reported emissions to the United Nations. (2) SF6 emissions from EU countries show an average decreasing trend of −0.006 Gg yr−1 during the period 2005 to 2021, including a substantial drop in 2018. This drop is likely a direct result of the EU's F-gas regulation 517/2014, which bans the use of SF6 for recycling magnesium die-casting alloys as of 2018 and requires leak detection systems for electrical switch gear. (3) Chinese annual emissions grew from 1.28 Gg in 2005 to 5.16 Gg in 2021, with a trend of 0.21 Gg yr−1, which is even higher than the average global total emission trend of 0.20 Gg yr−1. (4) National reports for the USA, Europe, and China all underestimated their SF6 emissions. (5) Our results indicate increasing emissions in poorly monitored areas (e.g. India, Africa, and South America); however, these results are uncertain due to weak observational constraints, highlighting the need for enhanced monitoring in these areas. (6) Global total SF6 emissions are comparable to estimates in previous studies but are sensitive to a priori estimates due to the low network sensitivity in poorly monitored regions. (7) Monthly inversions indicate that SF6 emissions in the Northern Hemisphere were on average higher in summer than in winter throughout the study period.

Applying circular business models in the Chilean construction sector: A system dynamics perspective

AbstractThe construction sector remains a significant contributor to global climate change, accounting for one‐third of global greenhouse gas emissions as well as a substantial portion of solid waste. In response to this pressing crisis, the adoption of circular business models (CBMs) emerges as a way to avoid negative environmental impacts. This study sought to model the interconnected factors influencing future CBM implementation in the Chilean construction industry using a system dynamics modeling approach. By engaging 20 sector experts in a system modeling workshop, it was possible to model and analyze these interconnected factors as a CBM System. The structural analysis of the resulting CBM system model revealed the triumvirate importance of information dissemination, certification of projects and products, and professional training and education. Recommendations for policy and practice that successfully leverage these mechanisms center on a three‐pronged approach of combining effective stakeholder collaboration, technological innovation, and thoughtful product certification frameworks. Overall, a systems thinking and modeling approach, such as the one applied here, is essential for identifying the complex interactions between enablers and barriers that promote or inhibit sustainable transformation in the construction industry in Chile and beyond.

Transdisciplinary education for reducing environmental impact of AEC industry

The Architecture, Engineering, and Construction (AEC) industry plays a crucial role in shaping the built environment but contributes significantly to environmental impact, accounting for nearly 40% of global energy-related carbon dioxide emissions. An interdisciplinary systematic literature review (SLR) explores how transdisciplinary education (TDE) can be integrated into AEC curricula to address environmental sustainability challenges. TDE facilitates students’ understanding of the environmental impact (EI) of their design projects and equips them with the knowledge and skills to develop sustainable solutions. This review examines various pedagogical models, including problem-based learning, to evaluate their effectiveness in fostering TDE for reducing EI in the AEC sector. Findings from the literature are synthesized to present a framework aligned with sustainable development goals (SDGs) that promotes sustainability in AEC education. The review aims to inform future research and curriculum development, advancing the role of education in equipping future professionals to mitigate environmental impacts in the AEC industry.

Analysis of the Impact of Selected Dynamic Parameters of a Motor Vehicle on CO2 Emissions Using Logistic Regression

The article analyzes the impact of selected operational parameters of internal combustion engine vehicles on CO2 emissions. The study was preceded by a detailed analysis of the issues related to CO2 emissions in the EU, with a focus on Poland, where the tests were conducted. The key scientific assumption is that individual vehicle users’ behaviors significantly impact global CO2 emissions. Daily use of private vehicles, driving style, and attention to fuel efficiency contribute to cumulative effects that can drive the transformation toward more sustainable transport. Therefore, the study was conducted using real-time empirical data obtained from the vehicles’ OBD (On-Board Diagnostics) diagnostic systems. This approach enabled the creation of a diagnostic tool allowing each vehicle user to assess CO2 emissions and ultimately manage its levels, which is the biggest innovation of the work. Two levels of CO2 emissions were identified as categorical variables in the model, considered either ecological or non-ecological from the perspective of sustainable transport. The CO2 emission threshold of 200 g/km was adopted based on the average age of vehicles in Poland (14.5 years) and Regulation (EC) No 443/2009 of the European Parliament and of the Council. Three models of logistic regression dedicated to different driving cycle phases—starting, urban driving, and highway driving—were proposed and compared. This study demonstrated that during vehicle starting, the most significant factors influencing the probability of ecological driving are vehicle velocity, relative engine load, and relative throttle position, while for the other two types of movement, engine power and torque should also be considered. The logistic regression model for vehicle start-up obtained a value of sensitivity at about 82% and precision at about 85%. In the case of urban driving, the values of the discussed parameters reach significantly higher levels, with sensitivity at around 96% and precision at about 92%. In turn, the model related to highway driving achieved the highest values among the created models, with sensitivity at around 97% and precision at about 93%.

Modeling of Lithium-Ion Batteries for Electric Transportation: A Comprehensive Review of Electrical Models and Parameter Dependencies

The power and transportation sectors contribute to more than 66% of global carbon emissions. Decarbonizing these sectors is critical for achieving a zero-carbon economy by mid-century and mitigating the most severe impacts of climate change. Battery packs, which enable energy storage in electric vehicles, are a key component of electrified transport systems. The production of these batteries has significantly increased in recent years to meet rising demand, and this trend is expected to continue. However, current traction batteries exhibit lower energy density compared to fossil fuels. As a result, accurate battery models that balance computational complexity and precision are essential for designing high-performance energy storage systems. This paper provides a comprehensive review of the most used electrical models for lithium-ion batteries in traction applications, as reported in the technical literature. By exploring the strengths and limitations of different modeling approaches, this paper aims to offer valuable insights into their practical applicability for the electrification of transportation systems. Additionally, this paper discusses the primary methods employed to derive the values of the electrical components within these models. Finally, it examines the key parameters—such as temperature, state of charge, and aging—that significantly influence the component values. Ultimately, it guides researchers and practitioners in selecting the most suitable modeling approach for their specific needs.

EXPRESS: Responsibilizing the Net-Zero Hero? Creation and Implications of a Tragic Subject Position

The energy sector is the largest contributor to global carbon dioxide emissions. To address the current climate emergency however, energy market actors (e.g., energy providers, nongovernmental organizations, policy makers) try to make individual consumers take responsibility for achieving an overall net balance of zero greenhouse gas emissions. The purpose of this research is to understand this process of responsibilization and its implications. The research method is a narrative discourse analysis of hundreds of public documents by energy market actors. The findings show that market actors try to shape ordinary consumers into “net-zero heroes” with responsibility for emissions reduction but end up creating a tragedy when they translate their collective agenda. These findings have implications for consumer responsibilization specifically and the conversion of agendas into action more generally. Theoretically, this research shows (1) the influence of the translation stage in the agenda-to-action chain, (2) the way market actors attempt to form net-zero heroes, and (3) the limited usefulness of the hero narrative. Practically, the research explains the implications of making consumers solely responsible for the emissions reduction problem.

Experimental study on flexural fatigue resistance of fiber-reinforced sustainable walnut shell ash mortar

In recent research on building materials, researchers have increasingly focused on replacing cement with agricultural waste. This approach offers significant advantages in terms of reducing global CO2 emissions and promoting the sustainability of building materials. In this paper, the use of the agricultural waste walnut shell ash (WSA) to partially replace cement in sustainable green mortars is explored. Specifically, equal amounts of WSA (5%, 10% and 15%) were used to replace cement. To offset the reduction in strength caused by the partial replacement of cement with WSA, basalt fibers were added to the mortar mixture. The effect of these fibers on the mechanical properties of the WSA-reinforced mortar was examined in compression tests, split tensile tests, and flexural fatigue cycle tests. In the flexural fatigue tests, the parameter and length of basalt fibers were varied and different stress levels (0.85, 0.8 and 0.75) were applied. The fatigue equations were developed using the Weibull model and p–s–n curves with a survival probability of 0.5 were derived. The results showed that the compressive strength and split tensile strength of the specimens increased with the addition of basalt fibers, with maximum values of 34.7 MPa and 3.8 MPa, respectively, and maximum increases of 8.78% and 21.95%, respectively. In addition, the average fatigue life of WSA mortar was 247,541 cycles, which increased by 139.26% when the stress level was 0.75, fiber length was 9 mm, and dosage was 0.3%. The linear regression fitting showed good correlation and provided valuable insights for practical engineering applications.