Comparative Environmental Assessment of Rigid, Flexible, and Perpetual Pavements: A Case Study of Texas

Walubita, Lubinda F.; Martínez-Arguelles, Gilberto; Polo-Mendoza, Rodrigo; Ick-Lee, Sang; Fuentes, Luis

doi:10.3390/su14169983

Cited by 31 publications

(4 citation statements)

References 104 publications

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“…The life expectancy of conventional road pavement is between 20 and 30 years 86 . Asphalt concrete pavements are commonly damaged by fatigue, along with thermal cracking and rutting 87 .…”

Section: Parametric Studymentioning

confidence: 99%

A formulation for asphalt concrete air void during service life by adopting a hybrid evolutionary polynomial regression and multi-gene genetic programming

Ghanizadeh,

Amlashi,

Bahrami

et al. 2024

Sci Rep

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Bitumen, aggregate, and air void (VA) are the three primary ingredients of asphalt concrete. VA changes over time as a function of four factors: traffic loads and repetitions, environmental regimes, compaction, and asphalt mix composition. Due to the high as-constructed VA content of the material, it is expected that VA will reduce over time, causing rutting during initial traffic periods. Eventually, the material will undergo shear flow when it reaches its densest state with optimum aggregate interlock or refusal VA content. Therefore, to ensure the quality of construction, VA in asphalt mixture need to be modeled throughout the service life. This study aims to implement a hybrid evolutionary polynomial regression (EPR) combined with a teaching–learning based optimization (TLBO) algorithm and multi-gene genetic programming (MGGP) to predict the VA percentage of asphalt mixture during the service life. For this purpose, 324 data records of VA were collected from the literature. The variables selected as inputs were original as-constructed VA, $${VA}_{orig}$$ VA orig (%); mean annual air temperature, $$MAAT$$ MAAT (°F); original viscosity at 77 °F, $${\eta }_{orig,77}$$ η o r i g , 77 (Mega-Poises); and $$time$$ time (months). EPR-TLBO was found to be superior to MGGP and existing empirical models due to the interquartile ranges of absolute error boxes equal to 0.67%. EPR-TLBO had an R2 value of more than 0.90 in both the training and testing phases, and only less than 20% of the records were predicted utilizing this model with more than 20% deviation from the observed values. As determined by the sensitivity analysis, $${\eta }_{orig,77}$$ η o r i g , 77 is the most significant of the four input variables, while time is the least one. A parametric study showed that regardless of $$MAAT$$ MAAT , $${\eta }_{orig,77},$$ η o r i g , 77 , of 0.3 Mega-Poises, and $${VA}_{orig}$$ VA orig above 6% can be ideal for improving the pavement service life. It was also witnessed that with an increase of $$MAAT$$ MAAT from 37 to 75 °F, the serviceability of asphalt concrete takes 15 months less on average.

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“…The life expectancy of conventional road pavement is between 20 and 30 years 86 . Asphalt concrete pavements are commonly damaged by fatigue, along with thermal cracking and rutting 87 .…”

Section: Parametric Studymentioning

confidence: 99%

A formulation for asphalt concrete air void during service life by adopting a hybrid evolutionary polynomial regression and multi-gene genetic programming

Ghanizadeh,

Amlashi,

Bahrami

et al. 2024

Sci Rep

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“…The LCA is the most widely used methodology to estimate the environmental impacts associated with products, processes, activities, or projects [23,58,59]. In this case study, an attributional LCA was conducted through the SimaPro 9.4 software; only for exemplification purposes, Figure 7 shows a screenshot of this software analyzing the asphalt binder under a tree diagram.…”

Section: Environmental Impactsmentioning

confidence: 99%

“…Moreover, the framework offered by the US Federal Highway Administration has been embraced [62]. Thus, the "cradle-to-gate" approach was implemented, i.e., computing the environmental burden generated from the raw material extraction to the composite material manufacture [7,58,62]. According to this approach, three stages comprised the LCA's system boundaries: raw material extraction, material transport to the asphalt mixing plant, and asphalt mixture production.…”

Section: Environmental Impactsmentioning

confidence: 99%

Properties of Hot Mix Asphalt (HMA) with Several Contents of Recycled Concrete Aggregate (RCA)

et al. 2023

Self Cite

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Continuous research efforts have been developed in the literature to raise the sustainability components of the road infrastructure industry, i.e., reduce potential contaminants and augment financial profitability. In this regard, this investigation aims to explore the feasibility of producing Hot Mix Asphalt (HMA) with the inclusion of Recycled Concrete Aggregate (RCA) as a partial substitute for coarse Natural Aggregates (NAs). Thus, four different HMAs were considered, namely HMAs with coarse RCA contents of 0, 15, 30, and 45%. Specifically, the mechanical and sustainability properties of the asphalt mixtures were determined. On the one hand, the Marshall design parameters, resilient modulus, moisture susceptibility, rutting resistance, and fatigue life were addressed as mechanical properties. Meanwhile, regarding the sustainability properties, the environmental impacts and production costs were estimated using the Life Cycle Assessment (LCA) and the Life Cycle Cost Analysis (LCCA) methodologies, respectively. Consequently, the following conclusions were obtained: (i) as the coarse RCA content increases, the mechanical behavior of the HMA progressively deteriorates; (ii) this decrease in mechanical performance is acceptable up to a 15% RCA of coarse RCA, whereas for higher dosages this alteration is abrupt; and (iii) the RCA only generates sustainability benefits at a 15% replacement amount.

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“…Under the background of more and more attention to environmental protection, an environmentally friendly asphalt mixture has been widely studied in the field of road engineering [1,2]. However, the production of environmentally friendly asphalt mixtures or other asphalt mixtures for road construction consumes a large amount of natural aggregates, whose quarrying is not only a depletion of natural resources but also an environmental degradation and atmospheric pollution [3][4][5][6][7]. For countries like China, which is one of the world's largest steel makers, a lot of steel slag that is produced as a byproduct of steelmaking also detrimentally contributes to environmental degradation, including land occupation problems, disposal issues, water contamination, etc.…”

Section: Introductionmentioning

confidence: 99%

Research on Water Stability and Moisture Damage Mechanism of a Steel Slag Porous Asphalt Mixture

Chen,

Zhang,

Yao

et al. 2023

Sustainability

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A steel slag porous asphalt (SSPA) mixture, as the surfacing layer of permeable asphalt pavements, not only ensures the pavement surface drainage and noise reduction functions, but also improves the comprehensive utilization of steel slag resources and the inherent protection of the ecological environment. However, compared with ordinary asphalt mixtures, SSPA is more susceptible to water damage, such as scouring and frost swelling caused by external rainwater intrusion, resulting in the deterioration of the pavement performance. Therefore, it is of good practical imperative to study the water stability and moisture damage mechanism of SSPAs. In this study, the water stability of SSPA, that was subjected to a series of time–temperature H2O-immersion schemes, was investigated using the pull-out and H2O-immersion Marshall tests, whilst the microscopic mechanism of moisture damage was studied using the scanning electron microscopy (SEM), Fourier infrared spectroscopy (FTIR), and X-ray diffraction (XRD) tests. The corresponding results showed that: (a) with the increase in the H2O immersion time, the water stability of SSPA first increased and then decreased; and (b) the water stability of SSPA was strong under medium-temperature H2O-immersion or short-term high-temperature H2O-immersion. SEM, on the other hand, showed that the transition zone spacing was closely related to the chemical adhesion mechanism between the asphalt and steel slag aggregate. Additionally, the FTIR analysis further showed that the steel slag asphalt mastic spectra had new absorption peaks at 3200~3750 cm−1, inherently indicating the existence of chemical bonding between the asphalt and steel slag, with the XRD results showing that CaSO4·2H2O had a beneficial effect on the water stability of SSPA.

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Comparative Environmental Assessment of Rigid, Flexible, and Perpetual Pavements: A Case Study of Texas

Cited by 31 publications

References 104 publications

A formulation for asphalt concrete air void during service life by adopting a hybrid evolutionary polynomial regression and multi-gene genetic programming

A formulation for asphalt concrete air void during service life by adopting a hybrid evolutionary polynomial regression and multi-gene genetic programming

Properties of Hot Mix Asphalt (HMA) with Several Contents of Recycled Concrete Aggregate (RCA)

Research on Water Stability and Moisture Damage Mechanism of a Steel Slag Porous Asphalt Mixture

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