Hybrid life cycle assessment for asphalt mixtures with high RAP content

With the pavement industry adopting sustainable practices to align itself with the global notion of habitable environments, there has been growing use of life-cycle assessment (LCA). A hybrid LCA was used to analyze the environmental footprint of using a reclaimed asphalt pavement (RAP) content in asphalt binder mixtures. The analysis took into consideration the material, construction, and maintenance and rehabilitation phases of the pavement life cycle. The results showed significant reductions in energy consumption and greenhouse gas (GHG) emissions with an increase in RAP content. The contribution of the construction phase to the GHGs and energy consumption throughout pavement life cycle is minimal. Feedstock energy, though not consequential when comparing asphalt mixtures only, has a significant impact on total energy. Based on LCA analysis performed for various performance scenarios, breakeven performance levels were identified for mixtures with RAP. The study highlighted the importance of achieving equivalent field performance for mixtures with RAP and virgin mixtures.     

Development of blending chart for different degrees of blending of RAP binder and virgin binder

Recent studies have consistently shown that RAP mixed with virgin binder and aggregates results in partial blending; that is, a phase between 100% blending and the “black rock” effect occurs. The impact of partial blending on new virgin binder content is apparent and may cause under-asphalting of mixture, resulting in poor pavement performance. Influence of partial blending on critical grade of RAP mixes and allowable percentages of RAP have not been evaluated. The purpose of this paper is to develop the blending chart for different degrees of blending to study the impacts of partial blending on the critical grade of blended binder. To achieve the objective, blending charts for 100%, 70% and 50% degree of blending have been developed for PG 70-28 and PG 58-28 binder by mixing virgin and RAP binders in differing proportions. The higher critical grade of blended binder does not change for different degrees of blending (70% and 50%) for low percentages of RAP binder (25% and 35%) with PG 70-28 binder. However, for high percentages of RAP binder (50%) and low degree of blending (50%), higher critical grade of blended binder can cause grade change.     

100% recycled hot mix asphalt: A review and analysis

A holistic evaluation of the feasibility of producing 100% recycled mixtures is presented. Eleven technologies readily available for producing 100% Reclaimed Asphalt Pavement (RAP) hot asphalt mixtures are described in the article and the complementary video (http://youtu.be/coj-e5mhHEQ). The recorded performance of 100% RAP mixtures is analyzed along with identification of typical high RAP distresses. Recommended mix design procedures and the best RAP management strategies are described. A cradle-to-gate analysis of environmental effects indicated 18 kg or 35% CO₂eq savings per t of produced 100% RAP asphalt mixture compared to virgin mix, while cost analysis showed at least 50% savings in material related expenses.     

An overview of waste materials recycling in the Sultanate of Oman

Various wastes and by-product materials are generated in the Sultanate of Oman including reclaimed asphalt pavement (RAP) aggregate, demolition concrete, cement by-pass dust (CBPD), copper slag, petroleum-contaminated soils (PCS), discarded tires, incinerator ash, and others. Recycling of such materials in construction is not practiced. Research data are also minimal into the potential use of selected materials in construction applications. This paper will present the results of several laboratory studies conducted into the use of PCS in asphalt concrete mixtures; on the use of CBPD in soil stabilization and flowable fill mixtures; on the utilization of copper slag and CBPD as cementitious materials; on the use of incinerator ash in cement mortars; and on the use of RAP aggregate in road bases and sub-bases. Laboratory data generally indicate that it is feasible to partially reuse some of these materials in construction provided that economic incentives and environmental concerns are taken into consideration.     

Life cycle assessment of hot mix asphalt and zeolite-based warm mix asphalt with reclaimed asphalt pavement

A comprehensive life cycle assessment of asphalt pavements was conducted including hot mix asphalt (HMA), warm mix asphalt (WMA) with the addition of synthetic zeolites, and asphalt mixes with reclaimed asphalt pavement (RAP). The environmental impacts associated with energy consumption and air emissions were assessed, as well as other environmental impacts resulting from the extraction and processing of minerals, binders and chemical additives; asphalt production; transportation of materials; asphalt paving; road traffic on the pavement; land use; dismantling of the pavement at the end-of-life and its landfill disposal or recycling. Monte Carlo simulations were also conducted to take into account the variability of critical input parameters. Taking into account the entire life cycle, the impacts of zeolite-based WMA pavements were almost equal to the impacts of HMA pavements with the same RAP content. The reduction in the impacts of WMA resulting from the lowering of the manufacturing temperature was offset by the greater impacts of the materials used, especially the impacts of the synthetic zeolites. Moreover, by comparing asphalt mixes with different RAP contents, it was shown that the impacts of asphalt mixes were significantly reduced when RAP was added. All endpoint impacts as well as climate change, fossil depletion and total cumulative energy demand were decreased by 13–14% by adding 15% RAP. A key advantage of WMA is the potentially greater use of RAP. Thus, the decrease in the impacts achieved by adding large amounts of RAP to WMA could turn these asphalt mixes into a good alternative to HMA in environmental terms.     

Leachability of dissolved chromium in asphalt and concrete surfacing materials

Leachate metal pollutant concentrations produced from different asphalt and concrete pavement surfacing materials were measured under controlled laboratory conditions. The results showed that, in general, the concentrations of most metal pollutants were below the reporting limits. However, dissolved chromium was detected in leachate from concrete (but not asphalt) specimens and more strongly in the early-time leachate samples. As the leaching continued, the concentration of Cr decreased to below or close to the reporting limit. The source of the chromium in concrete pavement was found to be cement. The concentration of total Cr produced from leachate of different cement coming from different sources that was purchased from retail distributors ranged from 124 to 641 μg/L. This result indicates that the potential leachability of dissolved Cr from concrete pavement materials can be reduced through source control. The results also showed that the leachability of dissolved Cr in hardened pavement materials was substantially reduced. For example, the concentration of dissolved Cr measured in actual highway runoff was found to be much lower than the Cr concentration produced from leachate of both open and dense graded concrete pavement specimens under controlled laboratory study. It was concluded that pavement materials are not the source of pollutants of concern in roadway runoff; rather most pollutants in roadway surface runoff are generated from other road-use or land-use sources, or from (wet or dry) atmospheric deposition.     

A GIS analysis of suitability for construction aggregate recycling sites using regional transportation network and population density features

Aggregate is used in road and building construction to provide bulk, strength, support, and wear resistance. Reclaimed asphalt pavement (RAP) and reclaimed Portland cement concrete (RPCC) are abundant and available sources of recycled aggregate. In this paper, current aggregate production operations in Virginia, Maryland, and the District of Columbia are used to develop spatial association models for the recycled aggregate industry with regional transportation network and population density features.The cost of construction aggregate to the end user is strongly influenced by the cost of transporting processed aggregate from the production site to the construction site. More than 60% of operations recycling aggregate in the mid-Atlantic study area are located within 4.8 km (3 miles) of an interstate highway. Transportation corridors provide both sites of likely road construction where aggregate is used and an efficient means to move both materials and on-site processing equipment back and forth from various work sites to the recycling operations.Urban and developing areas provide a high market demand for aggregate and a ready source of construction debris that may be processed into recycled aggregate. Most aggregate recycling operators in the study area are sited in counties with population densities exceeding 77 people/km² (200 people/mile²). No aggregate recycling operations are sited in counties with less than 19 people/km² (50 people/mile²), reflecting the lack of sufficient long-term sources of construction debris to be used as an aggregate source, as well as the lack of a sufficient market demand for aggregate in most rural areas to locate a recycling operation there or justify the required investment in the equipment to process and produce recycled aggregate.Weights of evidence analyses (WofE), measuring correlation on an area-normalized basis, and weighted logistic regression (WLR), are used to model the distribution of RAP and RPCC operations relative to transportation network and population distribution data. The models can be used on a regional scale to quickly map the relative site suitability for a RAP or RPCC aggregate recycling operation in a particular area based on transportation network and population parameters. The results can be used to identify general areas to be further evaluated on a site-specific basis using more detailed marketplace information. As transportation or population features change due to planning or actual development, the models can be easily revised to reflect these changes.     

Field investigation of pavement rehabilitation utilizing cold in-place recycling

Despite the widespread field and laboratory research works there are still a lot of unknown aspects about the cold in-place recycling. This paper presents the outcomes of a five year evaluation of a major highway in Iran which had been rehabilitated by cold in-place recycling. Before starting the rehabilitation process, a comprehensive field survey was performed. During the pavement surveying, type, severity and reason of distresses were investigated and PCI parameter was calculated. Furthermore, both destructive and nondestructive tests were carried out to evaluate the pavement condition and estimate the remaining life. On the basis of these investigations studied highway was divided to six design sections. Based on technical analysis four sections were recycled whereas two other sections were rehabilitated with the conventional cold milling and overlay method. Afterwards, the pavement performance was monitored during the next 5 years. After about six months of monitoring, structural failures were detected in about 10% of recycled areas. Based on field surveying, low compaction and load bearing of subgrade materials and lack of high quality unbound pavement layers accompanied by some shortcomings in recycled layer resulted in undesirable results in these areas. Based on obtained results and performed analysis a practical flowchart was presented which could be used as a project selection guideline.     

Concrete block production from construction and demolition waste in Tanzania

In Tanzania, construction and demolition (C&D) waste is not recycled and knowledge on how it can be recycled especially into valuable products like building materials are still limited. This study aimed at investigating the possibility of recycling the C&D waste (mainly cementitious rubble) into building material in Tanzania. The building materials produced from C&D waste was concrete blocks. The concrete blocks were required to have a load bearing capacity that meets the building material standards and specifications. Eight C&D waste samples were collected from C&D building sites, transported to the recycling site, crushed, and screened (sieved) to get the required recycled aggregates. Natural aggregates were also used as control. The recycled aggregates were tested in the laboratory following the standard methods as specified in Tanzanian standards. The physical, mechanical and chemical characteristics were determined. The physical and mechanical results showed that recycled aggregates were weaker than natural aggregates. However, chemically they were close to natural aggregates and therefore suitable for use in new concrete block production. In the production process, each experiment utilized 100% recycled aggregates for both fine and coarse portions to replace natural aggregates. The Fuller's maximum density theory was used to determine the mix proportions of materials in which a method that specifies concrete mix by system of proportion or ratio was used. The concrete blocks production processes included batching, mixing (that was done manually to get homogeneous material), compacting and moulding by hand machine and curing in water. After 28 days of curing, the concrete blocks were tested in the laboratory on compressive strength, water absorption ratio and density. The results showed that the blocks produced with 100% recycled aggregates were weaker than those with natural aggregates. However, the results also showed that there is a possibility of recycling the C&D waste into building material because 85% of the tested concrete block specimens from recycled aggregates achieved a compressive strength of 7 N/mm², which is defined as the minimum required load bearing capacity in Tanzania. Therefore, the C&D waste could be a potential resource for building material production for sustainable construction in Tanzania rather than discarding it. Further work should focus on the economic feasibility of production of concrete blocks with recycled aggregates in Tanzania.     

Balancing durability and environmental impact in concrete combining low-grade recycled aggregates and mineral admixtures

This paper investigated the effect of various amounts of low-grade recycled aggregates in concrete containing mineral admixtures at three different water-binder ratios on mechanical and environmental performance. The balance between durability and environmental impact for a given strength level similar to normal-use concrete was also examined using analytic hierarchy process. Results showed that increasing the water-binder ratio and volume of recycled aggregates reduced compressive strength and increased air permeability and drying shrinkage relative to normal aggregates. However, compared to normal-use concrete similar or better performance could be achieved, which was attributed to improvement of low-grade recycled aggregate performance when combined with fly ash. Similarly, CO₂ emissions and volume of raw materials were lower than the normal-use concrete for all mixes. Concrete mixes with low air permeability and low CO₂ footprint had the best balance of durability and environmental impact, as decreasing raw material volume tended to more greatly reduce durability.     

Recycling and consumption in Germany and Japan: a case of toilet paper

This paper compares the recycling attitudes of consumers in Germany and Japan, based on our nationwide questionnaires. We analyzed consumption behavior as well as recycling behavior in narrow sense, because it is important to study the former to see how the supply of recycled materials is balanced with the demand, particularly in Japan which exports little recycled materials. Toilet paper was adopted as a specific good for study, because consumers have options of buying virgin products and recycled products. It was found that German households pay for waste collection specifically and have higher recycling rates than Japanese households. On the other hand, similar figures in German and Japanese consumers were observed with regard to consumption of recycled products. Their purchasing criteria and preference on virgin and recycled products of toilet paper were examined by self-report and blind test with 2×2 experimental design for toilet paper (German versus Japanese, virgin versus recycled). Blind test showed that people prefer domestic and virgin products in both countries. Half of respondents rating virgin products guessed that the products contained recycled material. For Japanese, the material of the sample toilet paper, made from virgin pulp, seems to be a more determining factor than the nationality of products, i.e. made in Japan. On the other hand, for Germans, the domestic nature seems to be a more dominant factor than the material, i.e. made from virgin material. Canonical discriminant analysis in conjunction with logistic regression based on self-reporting data detected the characters ‘multiplied’, ‘appearance’ and ‘brand’ as major factors making the difference in preference between the two countries. The possible reasons causing the similarity and dissimilarity between the two countries are discussed with reference to the background history.     

AN OVERVIEW OF POROUS PAVEMENT RESEARCH1

ABSTRACT: This paper discusses the economics, advantages, potential applications, and status and future research needs of porous pavements. Porous pavements are an available storm water management technique which can be used on parking lots and low volume roadways in order to reduce both storm water runoff volume and pollution. In addition, ground water recharge is enhanced. Also, cost reductions result due to elimination of curbs, drains, and small sized storm sewers. Porous asphalt pavements consist of a relatively thin course of open graded asphalt mix over a deep base of large size crushed stones. Water can be stored in the crushed stone base until it can percolate into the subbase or drain laterally. Other porous pavement types include concrete lattice blocks and a porous concrete mix.     

Long-term studies on the effects of nonvolatile organic compounds on porous media surface areas

This paper investigates the long-term behavior of porous media contaminated by nonvolatile organic compounds (NVOC) in terms of specific interfacial surface area. Specifically, a natural sand, Moffett sand (MS), was contaminated with naphthalene and the surface area was measured repeatedly over time using nitrogen adsorption-desorption techniques. A field-contaminated sand affected by lamp-black material (LB) from former manufactured gas plant operations was also studied. Lampblack is a carbonaceous skeleton containing polycyclic aromatic hydrocarbons (PAHs) and other hydrocarbons. It is hypothesized that soils contaminated by these types of chemicals will exhibit significantly less surface area than their clean counterparts. The surface areas for the contaminated MS samples increased toward their clean-MS values during the 700-h aging period, but achieved the clean values only after pentane extraction or heating at 60 degrees C. Heating at 50 degrees C failed to achieve a similar recovery of the clean-MS surface area value. Nonspecific mass loss tracked the increase in surface area as indirect evidence that naphthalene loss was the cause of the surface area increase. For the LB samples, aging at 100 degrees C produced a slight decrease in surface area and mass while aging at 250 degrees C caused the surface area to increase roughly threefold while the mass decreased by approximately 1%. These results suggest that, under moderate heating and over the time scale of this investigation, there is a redistribution of the complex contaminant mixture on the solid matrix. Greater temperatures remove mass more efficiently and therefore exhibited the surface area increase expected in this experiment.     

Air emissions from pavement layers composed of varying rates of reclaimed asphalt

An experimental study of road building and recycling of used pavement has been conducted within the framework of a Life Cycle Analysis. Four equivalent asphalt concretes made with different recycling rates have been investigated during road construction. Airborne emissions, pollutant release over time and odor production related to asphalt laying have all been determined and compared among the various recycling rates. All of the results (VOC, PAH and odors), expressed in terms of concentrations and fluxes, exhibit quite monotonic variations with respect to the recycling rate. These results, however, did not reveal the same trend as a function of the recycling rate (increases or decreases), depending on the selected target parameter (VOC or PAH). Indicators have been proposed for a discussion of results that take into account: (i) raw material emissions with respect to the reference defined in the case of pavement without reclaimed asphalt; and (ii) emissions in each case from all material production sources.     

Engineering properties of asphalt concrete made with recycled glass

Taiwan is an island nation with high population density: 23 million people living in a total land area of 30 000 sq. km. The island has transformed from an agricultural society to an industrial one in the past three decades. Coming with the transformation is a cumulated waste problem. Taiwan produces nearly 5 million tons of waste each year, of which 10% is of glass materials. Bureau of Highway Department funded a research program to investigate ways of recycling the glass waste. This report presents information on the program and laboratory/field test data. Materials used in the test program included 85/100 asphalt, Type II modified asphalt, and treated glass waste. Four glass contents: 0, 5, 10, and 15%, in terms of the total aggregate weight, were used in the mixture designs for casting series of 10 cm diameter by 6.35 cm disk specimens. Tests including Marshall stability value, dry/wet moisture damage, skid resistance, light reflection, water permeability, and compaction were carried out in accordance with the ASTM and AASHTO procedures. The test results reveal that glass waste is a viable material for asphalt concrete that has been widely used in pavement that offers profound engineering and economic advantages.     

Laboratory and field evaluation of recycled content sign posts

This paper summarizes results of an experimental study intended to evaluate performance of recycled content sign posts. A total of 23 sign posts, circular, rectangular and square shaped, obtained from 13 different manufacturers were evaluated using laboratory and field tests. Full-scale specimens were used in order to account for size effects and the non-homogeneous nature of the materials. Static tests, such as flexure, hydrothermic cycling, density, creep, warpage and dynamic pendulum impact tests were used to make conclusive decisions regarding their suitability. Conventionally used wooden sign post was also included in the experimental program to provide baseline performances for the material evaluation. Static and dynamic test results demonstrated that some recycled sign posts could be suitable alternatives to conventional wooden post. Full-scale crash testing is strongly recommended to substantiate experimental findings.     

Ink and dirt behavior in pulping after artificial aging of cold-set offset printed newspapers in different humidity conditions

Although moisture has a decisive role in the permanence of cellulose and unprinted paper, its role in ink release from the surface of printed recovered papers remains unclear. This work aimed to determine whether various relative humidity levels in the artificial aging test affect ink release from the surface of the paper and its fibers when pulping cold-set offset printed newspapers in alkaline pulping conditions. The results showed that relative humidity variations from 30% to 70% negligibly affected ink release at 60 °C. However, compared with these lower humidity levels, exposure to 90% relative humidity for at least 25 h resulted in a higher ink content bound to fibers, a greater formation of visible dirt specks after pulping and a smaller formation of microscopic ink particles. In practical applications, the accurate estimation of climate effects during the storage and the transportation of recycled papers requires that humidity conditions are taken into account while performing artificial aging tests with paper products.     

Virgin and recycled engine oil differentiation: a spectroscopic study

As a result of the changes that occur during their use, used engine oils tend to differ in chemical and physical composition from a virgin oil. In general recycled oils have: much higher water and sediment levels than virgin oil; relatively higher concentrations of organic compounds (oxidation products); and relatively higher levels of metals such as Fe, Cd, Cr, Pb, etc. Therefore, the aim of this work was to investigate, assess and to observe, by means of the physical and the chemical properties of the oils, atomic absorption (AA), inductive couple plasma (ICP) and Fourier transform infrared (FTIR) analyses the extent of the differences occurring between the virgin and recycled oil. In important part of this work was also the development of analytical techniques based on the use of FTIR spectroscopy; in relation to the rapid analysis of lubricants; in particular for the differentiation of virgin and recycled oil. The results obtained were expected to be useful for differentiation purposes, providing information on whether the metal concentrations and oxidation products could be an appropriate feature for differentiating a particular oil sample from the others. This work is categorized into a two-step procedure. Firstly, an evaluation of a typical FTIR spectrum of an engine oil sample (mono- and multigrade) is presented. The broad feature centered at 1716 cm(-1) is due to the presence of carbonyl containing degradation products of oil. A band observed at 1732, 1169, 1154 and 1270 cm(-1) assigned to the polymethacrylate stretching vibrations, allows the determination of viscosity modifier and pour point depressant additives. The observed differences in the specific spectral bands (1732, 1169, 1154 and 1270 and 1716 cm(-1)) are investigated and discussed. Secondly, an analytical technique for the measurement of the levels of the wear metals is also applied.     

Diversion from landfill: quality products from valuable plastics

Mechanical recycling of 100% post-consumer plastic waste into high-quality products has been performed. The chemical and physical properties of these recycled materials have been compared with similar products manufactured from virgin resins. The properties of a blow-moulded bottle prepared from 100% post-consumer high-density polyethylene (HDPE) showed that this recycled polymer exceeded the materials specifications for virgin plastic designs. Similarly, a sample of thermoplastic polyolefin (TPO, 100% polypropylene), obtained entirely from shredder residue (SR) displayed sufficient material strength for future separation and reprocessing.     

Field investigation of high-volume fly ash pavement concrete

Field investigation of high-volume fly ash (HVFA) concrete in pavement construction was carried out. Test results performed on cores drilled from pavement after 270 days of concrete age showed that use of HVFA results in production of pavement concrete with improvements in: strength; moisture barrier qualities; and abrasive resistance characteristics. These improvements are brought about by the pozzolanic reaction of fly ash with the hydrates of cement that favorably changes the microstructure and interfacial transition zone in the resulting concrete.Use of high volume of fly ash in pavement concrete as partial replacement for cement is estimated to produce major energy and environmental gains and is a practice that is aimed at producing durable and sustainable concrete-based infrastructure. The use of HVFA concrete can significantly economize the construction of concrete pavements and improve the service life of transportation infrastructure.