Life cycle energy consumption and GHG emission from pavement rehabilitation with different rolling resistance

Wang, Ting; Lee, Insung; Kendall, Alissa; Harvey, John T.; Lee, Eul‐Bum; Kim, Changmo

doi:10.1016/j.jclepro.2012.05.001

Cited by 186 publications

(94 citation statements)

References 9 publications

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“…The material production phase includes the extraction and initial processing of aggregates, asphalt, and cement (Wang et al, 2012). In this case, the raw material acquisition processes within this phase include the asphalt refinery and stone mining.…”

Section: Environmental Impact Datamentioning

confidence: 99%

Eco-Efficiency Analysis on Asphalt Pavement Rehabilitation Alternatives: Hot In-Place Recycling (HIPR) and Milling and Filling (M&F)

Cao¹,

Leng²,

Hsu³

2017

dtetr

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ABSTRACT:With the ever-increasing road mileages worldwide, the focus of pavement construction has been shifted from new pavement to pavement maintenance and rehabilitation. A big challenge faced by achieving pavement construction sustainability is the huge consumption of capital, energy and non-renewable materials. In this study, an integrated eco-efficiency analysis (EEA) framework was developed and applied to compare two common asphalt pavement rehabilitation methods: hot-in-place recycling (HIRP) and milling-and-filling (M&F), for a real project. It was found that HIPR saved 5% cost and reduced 16% overall environmental impacts than M&F, while M&F saved 7% energy consumption than HIPR. The portfolio positions of HIPR and M&F provided by the EEA clearly indicate that HIPR is more eco-efficient than M&F for the studied project.

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Section: Environmental Impact Datamentioning

confidence: 99%

Eco-Efficiency Analysis on Asphalt Pavement Rehabilitation Alternatives: Hot In-Place Recycling (HIPR) and Milling and Filling (M&F)

Cao¹,

Leng²,

Hsu³

2017

dtetr

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“…The World Bank defines the pavement roughness using the so-called International Roughness Index (IRI), which is now in worldwide use [3] (Figure 1). Pavement roughness affects vehicle speeds after maintenance and rehabilitation (M&R) activities [4][5][6], even though several studies did not report out such change [1,[7][8][9] under certain conditions. An early study [10] observed the increases in the mean speed after resurfacing: 2 km/h for private cars, 2.3 km/h for light goods vehicles, 2 km/h for medium goods vehicles and 2.6 km/h for heavy goods vehicles.…”

mentioning

confidence: 99%

How the Roadway Pavement Roughness Impacts Vehicle Emissions?

Qiao¹,

Li²,

Yu³

2017

Environ Pollut Climate Change

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IntroductionMinimizing the environmental impacts of roadway construction and maintenance is essential to comprehensive design, planning and management of roadway infrastructure system for the optimistic goals of balanced sustainability, mobility, and safety. The vehicle emission related environmental costs during roadway pavement management are influenced by pavement-surface type, pavement condition, roadway geometrics, weather, temperature, vehicle operation speed, and so on.The life cycle assessment (LCA) is normally used to evaluate air pollution from vehicle exhaust and the energy consumption under different pavement management strategies [1]. The major pollutants emitted from motor vehicles mainly include volatile organic compounds (VOC), carbon monoxide (CO), and nitrogen oxides (NO x ), which have several adverse health effects on human lives and even the global environment. As long term pavement conditions deteriorate, road roughness increases and predictions based on fuel consumption and therefore vehicle emissions will increase. It is therefore very important to understand the relations between pavement roughness and vehicle emissions. Pavement Roughness and its Relationships with Vehicle SpeedThe pavement roughness, which is also called "smoothness", is the deviation of a pavement surface from a true planar surface, with wavelength deviations ranging between 0.5 and 50 m [2]. The World Bank defines the pavement roughness using the so-called International Roughness Index (IRI), which is now in worldwide use [3] (Figure 1).Pavement roughness affects vehicle speeds after maintenance and rehabilitation (M&R) activities [4][5][6], even though several studies did not report out such change [1,[7][8][9] under certain conditions. An early study [10] observed the increases in the mean speed after resurfacing: 2 km/h for private cars, 2.3 km/h for light goods vehicles, 2 km/h for medium goods vehicles and 2.6 km/h for heavy goods vehicles. Anund [11] investigated the relationship between surface quality (in IRI) and vehicle speed. The results showed that there was a statistically significant speed reduction of 1.6 km/h for passenger cars between 3.00 p.m. and 9.00 a.m. if the rut depth increased by 10 mm and a reduction of 2.2 km/h for an increase of one IRI. Fuel Consumption Model and Cost Function Considering Pavement RoughnessWhile the pavement condition affects the vehicle travel speed, it further affects fuel consumption and vehicle emissions. Rougher roads will lead to greater fuel consumption [12] and stiffer pavements could reduce fuel consumption up to 3 percent for the U.S. pavement network with a savings of 273 million barrels crude oil per year, and an annual decrease in CO 2 emissions of 46.5 million metric tons (CSHUB) (2014). AbstractUnderstanding the environmental impacts of roadway management strategies is essential not only to the estimation of construction cost, but also the protection of the environment and the conservation of the global ecological system. Vehicle speed and fuel consumption...

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“…To this end, reducing energy consumption in transportation should be adopted in the decision making process by controlling some myriad factors including traffic volume, vehicle type, vehicle speed, and pavement conditions (Chatti and Zaabar 2012). For example, several research studies emphasized on the significant impact of pavement conditions on fuel consumption (Amos 2006;Wang et al 2012;Zaabar and Chatti 2010) and therefore GHG emissions (Lidicker et al 2012;Zhang et al 2010).…”

Section: VIImentioning

confidence: 99%

“…(2012), Wang et al (2012)), which is mostly unavailable in the transportation pavement database. Second, in the public benefit estimation, some previous studies applied a constant value per one unit of vehicle for calculation (e.g.…”

Section: Development Of Mathematical Estimating Modules For Network Amentioning

confidence: 99%

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Maximizing Environmental Sustainability and Public Benefits of Highway Construction Programs

Limsawasd¹

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Life cycle energy consumption and GHG emission from pavement rehabilitation with different rolling resistance

Cited by 186 publications

References 9 publications

Eco-Efficiency Analysis on Asphalt Pavement Rehabilitation Alternatives: Hot In-Place Recycling (HIPR) and Milling and Filling (M&F)

Eco-Efficiency Analysis on Asphalt Pavement Rehabilitation Alternatives: Hot In-Place Recycling (HIPR) and Milling and Filling (M&F)

How the Roadway Pavement Roughness Impacts Vehicle Emissions?

Maximizing Environmental Sustainability and Public Benefits of Highway Construction Programs

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