The limits of partial life cycle assessment studies in road construction practices: A case study on the use of hydrated lime in Hot Mix Asphalt

Schlegel, T.; Puiatti, D; Ritter, Hans-Josef; Lesueur, Didier; Denayer, Christophe; Shtiza, Aurela

doi:10.1016/j.trd.2016.08.005

Cited by 24 publications

(19 citation statements)

References 19 publications

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“…Despite the popularity of partial assessments, a number of researchers questioned the validity of its results. Schlegel et al (2016) criticized the results of partial assessment of road construction practices by comparing them to the results of more comprehensive assessments. Valuable sustainability outcomes can be lost and wrong environmental decisions may be made, if a predefined, limited set of environmental or social indicators are used for impact assessment (Michelsen, Fet, & Dahlsrud, 2006).…”

Section: Sustainable Circular Supply Chainmentioning

confidence: 99%

Extending the supply chain to address sustainability

Taghikhah

Voinov

Shukla

2019

Journal of Cleaner Production

129

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In today's growing economy, overconsumption and overproduction have accelerated environmental deterioration worldwide. Consumers, through unsustainable consumption patterns, and producers, through production based on traditional resource depleting practices, have contributed significantly to the socio-environmental problems. Consumers and producers are linked by supply chains, and as sustainability became seen as a way to reverse socio-environmental degradation, it has also started to be introduced in research on supply chains. We look at the evolution of research on sustainable supply chains and show that it is still largely focused on the processes and networks that take place between the producer and the consumer, hardly taking into account consumer behavior and its influence on the performance of the producer and the supply chain itself. We conclude that we cannot be talking about sustainability, without extending the supply chains to account for consumers' behavior and their influence on the overall system performance. A conceptual framework is proposed to explain how supply chains can become sustainable and improve their economic and socio-environmental performance by motivating consumer behavior toward green consumption patterns, which, in turn, motivate producers and suppliers to change their operations.

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Section: Sustainable Circular Supply Chainmentioning

confidence: 99%

Extending the supply chain to address sustainability

Taghikhah

Voinov

Shukla

2019

Journal of Cleaner Production

129

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“…Otherwise, nine possible origin sites throughout the greater Toronto area were surveyed, and the distances to the five closest possible points-of-origin were averaged. A dump truck capacity of 27 t was used (Hanson and Noland 2015;Schlegel et al 2016) to estimate the number of trips required. This load was converted to volume assuming a density of 55%-the average density of loosely packed spheres (Song et al 2008)-of the density of concrete.…”

Section: Estimating Distance Traveled and Idling Times For Transportamentioning

confidence: 99%

Temporal Assessment of the Embodied Greenhouse Gas Emissions of a Toronto Streetcar Line

Makarchuk

Saxe

2019

J. Infrastruct. Syst.

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Transportation greenhouse gas (GHG) emissions often account for the largest share of urban GHG emissions. Consequently, large-scale reductions in urban GHG emissions will not be possible without significant improvements in the transport sector. Increasing public transit mode share is widely promoted in efforts to reduce GHG emissions from transport. Large increases in public transit use will require the provision of new transportation infrastructure, which is itself GHG intensive. This paper presents a time-dependent analysis of the embodied GHG emissions associated with construction and reconstruction for the refurbishment and street redesign of the 510 Spadina streetcar route in Toronto, Canada during a 38-year period. From 1987 to 2015, the embodied emissions in the line's civil infrastructure are calculated as 27.4 kilotons of CO 2 equivalent (ktCO 2 e). It is expected that, by 2025, further reconstruction of the right-of-way (ROW) will increase embodied GHG emissions to 32.1 ktCO 2 e. Overall, reconstruction projects increase GHG emissions by 25.9% beyond initial construction. When accounting only for at-grade infrastructure, reconstruction increases embodied emissions by 45.8% during the 38-year study period.

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“…It should be noted that in the considered mineral powder from slag there is a overestimated content of CaO. However, according to a number of studies [12][13][14] the CaO content to a certain concentration in the composition of the mineral powder contributes to the formation of strong adhesive contacts at the phase boundary and contributes to an increase in water resistance and corrosion resistance of the road composite. Obviously, the CaO content in the slag mineral powder in excess of the normalized value contributes to the water resistance indicators recorded during testing.…”

Section: Introductionmentioning

confidence: 98%

Using Steel-Smelting Slag as a Raw Material Component in the Production of Asphalt Concrete

2020

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The possibility of using polydisperse steel-smelting slag for the production of type B asphalt concrete is investigated, the possibility of its use as a mineral powder, crushing screening and crushed stone is considered. As a result of the study, it was found that a promising area for the use of slag raw materials in the technology for the preparation of asphalt mixes is: as a mineral powder - without additional processing steps; crushing screening - with the development of additional technological operations. The use of raw materials as crushed stone is impractical because of the high average density of the final asphalt mixture. Based on the test results, the characteristics of the fatigue properties of asphalt concrete from fine-grained dense mixtures of type B made on mineral powders from slag and limestone were obtained. It was established that at the initial moment, a large number of cycles to failure are characterized by compositions on slag powder, however, samples from this series tested after 45 days showed a significant rigidity increase and were destroyed earlier than similar samples on limestone. Obviously, this phenomenon is associated with an increase in the brittle properties of the material due to the formation of crystallization-condensation bonds in the structure of asphalt concrete containing slag.

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The limits of partial life cycle assessment studies in road construction practices: A case study on the use of hydrated lime in Hot Mix Asphalt

Cited by 24 publications

References 19 publications

Extending the supply chain to address sustainability

Extending the supply chain to address sustainability

Temporal Assessment of the Embodied Greenhouse Gas Emissions of a Toronto Streetcar Line

Using Steel-Smelting Slag as a Raw Material Component in the Production of Asphalt Concrete

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