Study on recycled asphalt concrete for use in surface course in airport pavement

This research investigated the possibility of using recycled asphalt concrete as surface course in airport pavement. The basic properties of recycled asphalt binder after short- and long-term aging were firstly tested and compared with those of the virgin asphalt. Then, a series of laboratory tests were performed to evaluate the performance of recycled asphalt concrete (containing 40% and 70% RAP), in which the HMA mixture without RAP was used as a control. Furthermore, an experimental pavement consisting of three sections (corresponding to 0%, 40% and 70% RAP content) was constructed to verify the laboratory test results. These results indicated that the recycled asphalt could achieve the similar properties against long-term aging as virgin asphalt. Recycled asphalt concrete containing 40% RAP could be used as surface course in airport pavement as it exhibited similar performance as control mixture both from the laboratory and experimental pavement test results. On the contrary, recycled asphalt concrete containing 70% RAP was not recommended as its fatigue property was much poorer compared with that of virgin asphalt mixture.     

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.     

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 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.     

Environmental impacts of asphalt mixes with electric arc furnace steel slag

Electric arc furnace (EAF) steel slag can be used as an alternative high-quality material in road construction. Although asphalts with slag aggregates have been recognized as environmentally acceptable, there is a lack of data concerning the potential leaching of toxic Cr(VI) due to the highly alkaline media of EAF slag. Leaching of selected water extractable metals from slag indicated elevated concentrations of total chromium and Cr(VI). To estimate the environmental impacts of asphalt mixes with slag, leachability tests based on diffusion were performed using pure water and salt water as leaching agents. Compact and ground asphalt composites with natural aggregates, and asphalt composites in which the natural aggregates were completely replaced by slag were prepared. The concentrations of total chromium and Cr(VI) were determined in leachates over a time period of 6 mo. After 1 and 6 mo, the concentrations of some other metals were also determined in the leachates. The results indicated that chromium in leachates from asphalt composites with the addition of slag was present almost solely in its hexavalent form. However, the concentrations were very low (below 25 μg L) and did not represent an environmental burden. The leaching of other metals from asphalt composites with the addition of slag was negligible. Therefore, the investigated EAF slag can be considered as environmentally safe substitute for natural aggregates in asphalt mixes.     

Multivariate data analysis applied in Hot-Mix asphalt plants

A multivariate data analysis was used with environmental data obtained from Hot-Mix asphalt (HMA) plants. The main objectives of the study were to describe and interpret the real “phenomena” that exist on HMA plants; also, to search for the best mixing conditions, i.e. production with less energy consumption and less emissions. Another important objective was to identify means to allow HMA plants to be designed and operated in better ways. Along the study, an approach of the manufacturing process is presented, allowing for an overall comprehension of the plant's operation.There is not only one parameter to be controlled and checked when HMA are being produced. In this context, a multivariate data analysis was carried out, and the main control parameters considered for prediction and regression analysis were Hot-Mix asphalt formula, fuel type, burner flow rate, fuel consumption, negative pressure of the drum, air temperature, moisture of aggregates, asphalt temperature and rate of production.“Global warming emissions”, “organic emissions”, and “energy consumption” were chosen as models of regression. Globally, plants powered by natural gas emit half the amount of CO₂, nine times less NO_x and eighteen times less CO than plants with fuel oil. Considering NO_x and CO₂ emissions, small plants are preferable over big plants. For organic emissions, if the asphalt temperature increases, TOC emissions are increased; however, if the rate of production increases, TOC emissions are decreased. Previously supposed as an important parameter, moisture of aggregates had no great importance in the statistical analysis. Likewise, the formula of HMA produced also had no great importance, despite many types of formulas studied.The main conclusions in regards to the means with which Hot-Mix asphalt plants can be designed and operated in better ways were: the manufacturing of hyper-mobile and small HMA plants as opposed to stationary large plants, and the use of burners with natural gas instead of fuel oil in all cases. The production of HMA plants, aiming at a cleaner production, means to operate asphalt plants always considering timespan in the long term. This encompasses undertaking daily, weekly and yearly analyses. Therefore, it is necessary to produce with low rate of production and low bitumen temperature, and to maintain a regular production in order to avoid peaks of production and unnecessary starts and stops. It is also interesting to increase the culture of heated stocks.Finally, this study shows that would be an advantage to use multivariate data analysis and then to estimate with very good accuracy emissions and energy consumption in HMA plants using current parameters of control.     

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 climate impacts of the US concrete pavement network

Life cycle assessment (LCA) offers a comprehensive approach to evaluate and improve the environmental impacts of pavements. First, a general pavement LCA methodology is created that describes the concepts necessary to conduct a comprehensive pavement LCA. Second, the methodology is applied to the life cycle of concrete pavements to quantify current emissions across the road network. System boundaries are drawn to include all phases of the pavement life cycle – materials production, construction, use, maintenance, and end of life. Greenhouse gas emissions are quantified for twelve functional units, which evaluate average conditions for each major roadway classification in the United States. The results present the relative contribution of each component in the life cycle, the annual emissions occurring during the 40-year analysis period, and the sensitivity of these results to model parameters. It is found for all roads that the majority of emissions occur in year one – from cradle-to-gate materials production, and pavement construction – primarily due to cement production. The results are most sensitive to traffic volume, and then to parameters affecting the cement production. Based on emissions and their sensitivity, the LCA results suggest three broad reduction approaches: reducing embodied emissions, reducing use phase emissions, and reducing end-of-life emissions.     

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.     

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.     

A Side‐by‐Side Comparison of Pervious Concrete and Porous Asphalt1

Welker, Andrea L., James D. Barbis, and Patrick A. Jeffers, 2012. A Side‐by‐Side Comparison of Pervious Concrete and Porous Asphalt. Journal of the American Water Resources Association (JAWRA) 48(4): 809‐819. DOI: 10.1111/j.1752‐1688.2012.00654.x Abstract: This article compares the performance of two permeable pavements, pervious concrete and porous asphalt, that were installed side‐by‐side in fall 2007. Because the pavements are located directly adjacent to one another, they experience the same vehicle loads, precipitation, and pollution loads. These permeable pavements are part of an infiltration stormwater control measure (SCM). This article focuses on the comparison of water quality parameters, maintenance and durability, and user perception. Eleven different water quality parameters were analyzed at this site for 19 different storm events over a one year period: pH, conductivity, total suspended solids, chlorides, total nitrogen, total phosphorus, total dissolved copper, total dissolved lead, total dissolved cadmium, total dissolved chromium, and total dissolved zinc. Results from the two pavement types were compared using the Mann–Whitney U‐test. The only parameter that was found to be statistically different between the two pavements was pH. Periodic inspection of the two pavement types indicated that after two years of use both pavements were wearing well. However, there was some evidence of clogging of both pavements and some evidence of surface wear. A survey of users of the lot indicated that the perception of these permeable pavements was favorable.     

Environmental impacts of different food waste resource technologies and the effects of energy mix

The environmental impacts of food waste management strategies and the effects of energy mix were evaluated using a life cycle assessment model, EASEWASTE. Three different strategies involving landfill, composting and combined digestion and composting as core technologies were investigated. The results indicate that the landfilling of food waste has an obvious impact on global warming, although the power recovery from landfill gas counteracts some of this. Food waste composting causes serious acidification (68.0 PE) and nutrient enrichment (76.9 PE) because of NH₃ and SO₂ emissions during decomposition. Using compost on farmland, which can marginally reduce global warming (−1.7 PE), acidification (−0.8 PE), and ecotoxicity and human toxicity through fertilizer substitution, also leads to nutrient enrichment as neutralization of emissions from N loss (27.6 PE) and substitution (−12.8 PE). A combined digestion and composting technology lessens the effects of acidification (−12.2 PE), nutrient enrichment (−5.7 PE), and global warming (−7.9 PE) mainly because energy is recovered efficiently, which decreases emissions including SO₂, Hg, NO_x, and fossil CO₂ during normal energy production. The change of energy mix by introducing more clean energy, which has marginal effects on the performance of composting strategy, results in apparently more loading to acidification and nutrient enrichment in the other two strategies. These are mainly because the recovered energy can avoid fewer emissions than before due to the lower background values in power generation. These results provide quantitative evidence for technical selection and pollution control in food waste management.     

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.     

Green marketing mix: A case study of Brazilian retail enterprises

The challenges posed by the limited availability of resources means that retail operations and methods must be revised and redesigned. Against the current backdrop of changes, companies are seeking to innovate the way in which they market their wares. Within this context, this article discusses the “green marketing mix” from the perspective of Brazilian retail enterprises. In addition, the study described in this article sought to identify and highlight the elements that should be considered when defining strategically each variable within the green retail marketing mix. As part of this work, a case study was carried out on two Brazilian retail companies. The case analysis revealed that despite defining themselves as “green,” when their retail marketing mix was analyzed, the companies presented differing degrees of sustainability. Furthermore, expanding the theoretical framework for the green retail marketing mix is a crucial issue in the services sector, and it has significant, practical repercussions.     

Energy consumption comparison for different asphalt pavements rehabilitation techniques used in Chile

In developing countries without the availability of reliable pavement management systems, recycling techniques may offer the best alternative for pavement structural rehabilitation. However, for many government officials and contractors there is a clear understanding of the technical advantages of recycling but not a clear perspective of cost saving. Since cost is a relative value among different regions of any country the following work makes an energy analysis of the construction process of the three different rehabilitation techniques available in Chile. Three different structural pavement rehabilitation alternatives were studied and compared using an energy consumption methodology:

• •Asphalt overlay;
• •Reconstruction;
• •Cold in place recycling with foamed asphalt.

The methodology considers different project scenarios by combining expected traffic and soil support values. For each rehabilitation technique and scenario, the construction processes were analyzed and the design layers were transformed to equivalent energy units (MJ/m²).Results show that cold in place recycling utilizes the lowest amount of energy compared with reconstruction or an asphalt overlay in all the scenarios studied, producing more differences when rehabilitating roads for less trafficked roads. The study also concludes that aggregate haulage distance is the most sensitive factor on total energy consumption when comparing the three alternatives.     

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.     

From policy mix to policy networks: assessing climate and land use policy interactions in Mato Grosso,Brazil

ABSTRACT

In the climate and land use fields, policy mixes are complex in terms of the levels of governance, actors, and roles. They consist of policy instruments that target different actors and address multiple goals across several policy sectors and levels. The analysis of these complex arrangements extends beyond purely technical efficiency criteria, as several sources of tension between instruments may be identified, such as conflicting interests, goals, and approaches to implementation. The proliferation of governance networks complicates the understanding of actors’ interactions, the types of authority influencing the outcomes of policy mixes, and importance of different levels of governance. This article provides a framework to address these analytical challenges, particularly the interconnected networks of policy actors and policy instruments. It draws on polycentric governance literature to analyse how power matters in policy networks. This includes identifying distinct types of power, actors’ position, and variables that explain patterns of conflict, competition, convergence, and divergence in policy choices and outcomes. The framework is applied to the climate and land use policies implemented in the state of Mato Grosso, Brazil. Several methods were used to clarify these variables and to characterise policy mixes being implemented in the region, including social network analysis.     

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.     

COST COMPARISON BETWEEN CESSPOOL AND SANITARY SEWERAGE SYSTEMS IN SAUDI URBAN AREAS1

ABSTRACT: Extensive use is made of on-site wastewater disposal systems of cesspools due to the absence of a sanitary sewerage system in Saudi urban areas. This system has caused the groundwater table to rise to a public nuisance level. A health risk has also evolved. There are several infrastructural, environmental, and social impacts from this, resulting in great financial losses. Examples are: surface water flooding, damage to foundations of buildings and asphalt street pavements, flooded basements and added construction costs required for excavation, dewatering, insulation materials, and special cements. Most of these costs are indirectly being paid by the private and public sectors. This study compares the estimated costs of damage and losses with the estimated costs of building, operating, and maintaining sanitary sewerage systems in the cesspool-served areas. The annual cost of the cesspool system, depending on the severity of the adverse impacts, ranges from 2.2 to 4.4 times the annual cost of the sanitary sewerage system. Remedies for these impacts are very expensive, and delays in the implementation of the sanitary sewerage facility will make the damage recovery more expensive, and in some cases, impossible. Thus, it is recommended that highest priority to be given to the sanitary sewerage systems in Saudi urban areas.     

Environmental impact minimization of a total wastewater treatment network system from a life cycle perspective

Synthesis of distributed wastewater treatment plants (WTPs) has focused on cost reduction, but never on the reduction of environmental impacts. A mathematical optimization model was developed in this study to synthesize existing distributed and terminal WTPs into an environmentally friendly total wastewater treatment network system (TWTNS) from a life cycle perspective. Life cycle assessment (LCA) was performed to evaluate the environmental impacts of principal contributors in a TWTNS. The LCA results were integrated into the objective function of the model. The mass balances were formulated from the superstructure model, and the constraints were formulated to reflect real wastewater treatment situations in industrial plants. A case study validated the model and demonstrated the effect of the objective function on the configuration and environmental performance of a TWTNS. This model can be used to minimize environmental impacts of a TWTNS in retrofitting existing WTPs in line with cleaner production and sustainable development.