Carbon dioxide emissions and heavy metal contamination analysis of stone mastic asphalt mixtures produced with high rates of different waste materials

Fernandes, Sara R. M.; Silva, Hugo Manuel Ribeiro Dias da; Oliveira, Joel

doi:10.1016/j.jclepro.2019.04.111

Cited by 14 publications

(4 citation statements)

References 34 publications

(34 reference statements)

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“…Nevertheless, due to the mineral skeleton (gap-graded conformed by two parts of coarse aggregate) of the SMAs, it is required to incorporate a stabilizer additive to prevent the drain-down phenomena [56,57]. The inclusion of the stabilizing agent can cause SMA to generate a higher environmental burden than conventional HMA mixtures [58]. In this study, crumb rubber was used as the stabilizing additive.…”

Section: Functional Unitmentioning

confidence: 99%

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

et al. 2022

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Unlike conventional pavements with a service life of 20~30 years, perpetual pavements (PPs) are designed to have a 50-year service life without requiring major maintenance and rehabilitation (M&R) activities. In this way, PPs are more cost-effective than conventional rigid pavements (CRPs) and conventional flexible pavements (CFPs). Nonetheless, even though the economic and mechanical aspects of PPs have been widely studied and well documented, the literature is limited regarding the environmental assessment of PPs. Consequently, this research estimated the environmental burden associated with five pavement structures (one CRP, one CFP, and three PP structures) through the life-cycle assessment (LCA) methodology. Notably, the PaLATE computational tool was used to carry out the LCAs. The results indicated that for CFP, most of the environmental impacts are generated by the M&R activities. Otherwise, for CRP and PP structures, the most impact occurred during the initial construction stage. The study results also revealed that materials production is the sub-stage that most contributed to the generation of environmental detriments. Overall, this comparative case study concluded that the pavement alternative with the slightest environmental damage is the PP structure.

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Section: Functional Unitmentioning

confidence: 99%

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

et al. 2022

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“…After the calculation of optimum design thickness for the surface courses for each type of mixes, the amount of material needed to construct 1 km of two-lane (7 m) surface course was calculated. e standard amount of emission (in terms of kg of CO 2 equivalent) by different materials (coarse and fine aggregates, stone dust (SD), hydrated lime (HL), and asphalt binder) was taken from the several previously published peer reviewed studies [58][59][60][61]. European Union's Waste Framework Directive (2008/98/EC) defines "waste" as any substance or object which the holder discards or intends or is required to discard [62].…”

Section: Analysis Of Global Warming Potential (Gwp) Of Designed Surface Courses According To Intergovernmentalmentioning

confidence: 99%

Utilization of Waste Glass Powder and Glass Composite Fillers in Asphalt Pavements

Choudhary

Kumar

Gupta

2021

Advances in Civil Engineering

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Today, researchers around the globe are looking for suitable alternatives of conventional fillers which can form flexible pavements with satisfactory engineering performance in an environmental friendly and cost-effective manner. This study investigated the engineering, economical, and environmental viability of recycling waste glass powder (GP) and glass-hydrated lime (GL) composite as alternative fillers, in place of stone dust (SD). All fillers were characterized, and asphalt concrete mixes incorporating them at different proportions (4–8.5%) were designed using the Marshall mix design method. The engineering performance of asphalt mixes was analyzed using the static creep analysis, indirect tensile fatigue test, Cantabro test, modified Lottman test, resilient modulus test, mixing time analysis, and boiling water test. Additionally, the design of single km of two-lane flexible pavements utilizing aforesaid mixes was done as per the mechanistically empirical method suggested in IRC 37 guideline. Finally, the economic and environmental analysis was done by comparing their material cost and global warming potential (GWP). GL and GP mixes exhibited better resistance against rutting, fatigue, and low temperature cracking at lower optimum asphalt content than SD mixes. However, GP mixes also displayed poor moisture resistance and adhesion due to the high amount of silica in GP. GL mixes had satisfactory moisture resistance up to 7% filler content due to the fine nature and anti-stripping properties of hydrated lime. The pavement containing GL and GP fillers also reduced material cost and GWP up to 35% while consuming up to 74 tons of GP.

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“…There is a possibility of the pavement releasing plastic particles, from a few nanometers to 5 mm in dimension [10], which can be harmful to human and other species' health [11]. These issues associated with microplastic are still under evaluation by the scientific community [12,13]. Despite that, it must be emphasized that several studies identified the presence of microplastics in road dust from different sources even when asphalt materials do not incorporate plastic waste [14][15][16].…”

Section: Introductionmentioning

confidence: 99%

Influence of Plastic Waste on the Workability and Mechanical Behaviour of Asphalt Concrete

et al. 2022

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The use of plastic waste as a bitumen extender added throughout the manufacturing process of asphalt concrete contributes value to that type of waste. Moreover, this type of polymer can improve some mechanical properties of asphalt concrete without weakening its workability and other mechanical characteristics too much. The study aimed to address these issues for four types of plastic waste, using different plastic contents added by the dry process and compared the results with a conventional mixture without plastic. A set of laboratory tests, such as volumetric parameter evaluation, the Marshall, gyratory compactor, and indirect tensile tests, repetitive four-point bending; and repetitive compression, assessed the workability and mechanical behavior of the studied materials. The results show that, although the addition of plastic waste reduces workability, the asphalt concrete retains satisfactory handling conditions. By adding plastic waste, the asphalt concrete becomes more elastic, and the stiffness values of the material are adequate to apply the material in a pavement surface layer. The resistance to fatigue cracking was at a suitable level for the asphalt mixtures studied. Adding the plastic waste in the study generally improved resistance to permanent deformation, although the performance was plastic type and content dependent.

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Carbon dioxide emissions and heavy metal contamination analysis of stone mastic asphalt mixtures produced with high rates of different waste materials

Cited by 14 publications

References 34 publications

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

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

Utilization of Waste Glass Powder and Glass Composite Fillers in Asphalt Pavements

Influence of Plastic Waste on the Workability and Mechanical Behaviour of Asphalt Concrete

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