No abstract

The last decade has witnessed increased attention toward products, services, and works with reduced environmental impacts. In the field of road construction, the use of alternative materials, wastes, or by-products obtained from industries is attracting considerable interest. The Life Cycle Assessment (LCA) is a powerful project-level tool that allows the assessment of the environmental impacts of a road infrastructure, from raw materials production to end of life phase. In this study, the environmental impacts (in terms of global warming potential-GWP) of an embankment construction project are investigated by a cradle-to-gate approach. The analysis focuses on all the processes involved in the construction of an embankment section, from the base to the preparation of the pavement formation level. The results are provided for two different road types and two different stabilization methods, including the use of lignin and lime. All processes that contribute towards global warming are investigated and described in detail. The most important finding of the LCA, in terms of GWP, is that the production of materials is the phase that contributes the significant share of the total environmental impact (more than 90%) for all scenarios. The lowest production-related emissions can be recorded for the scenarios involving lignin treatment for the stabilization of the embankment body. Furthermore, the percentage increase in GWP ranges between 51% and 39% for transportation activities and 10–11% for construction activities, comparing the scenarios including lime stabilization with the scenarios involving lignin treatment.

The road surface texture is responsible for controlling several quality/safety road indicators, such as friction, noise, and fuel consumption. Road texture can be classified into different wavelengths, and it is dependent on the material used in the paving solution. With the aim of evaluating and characterizing the surface texture of a microsurfacing road pavement, six microsurfacing samples were made in the laboratory with both traditional materials (basaltic aggregates and bituminous emulsion) and with innovative materials from recycling procedures (crumb rubber (CR) and artificial engineered aggregate (AEA)). The characterization was performed through the use of a conoscopic holography profilometer with high precision and post-processing of the profiles detected through consolidated algorithms (ISO standards). We found that the aggregate type plays a very important role in the pavement texture. The binder agent seems to be highly important, but more studies regarding this are necessary. The use of crumb rubber as an aggregate proved to be feasible, and the texture parameters that were obtained were in accordance with the benchmark ones. In addition, the study shows that the use of artificial engineered aggregates does not impair the surface texture. Finally, the use of the texture parameters defined by the ISO standards, together with a statistical analysis, could be useful for defining the surface texture characteristics of microsurfacing.

No abstract

The widespread use of natural aggregates is one of the main causes of the depletion of natural resources, as aggregates are constituents of several construction materials. Alternatively, it is, today, proven to be feasible to use mining tailings, either natural or recycled materials, to produce artificial aggregates through specific processes. A possible way to produce artificial aggregate is through the alkali activation of the powdered material in a process called geopolymerization. This study proposes to use a basalt powder and two different metakaolins as precursors for the production of an alkali-activated artificial aggregate, with a specific shape and size achieved by using 3D-printed molds. The experimental aggregates were evaluated using traditional tests for natural aggregates, such as resistance to compression, specific density and resistance to abrasion and fragmentation. Furthermore, the material was chemically analyzed in order to evaluate the geopolymerization process promoted by the two adopted metakaolins. The physical tests showed that artificial aggregates do not perform well in terms of resistance to wear and fragmentation, which can be improved. However, they revealed promising results in terms of skid, polishing and micro-texture.