ASSESSING THE LIFE CYCLE BENEFITS OF RECYCLED MATERIAL IN ROAD CONSTRUCTION
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The cost of road construction consists of design expenses, material extraction, construction equipment, maintenance and rehabilitation strategies, and operations over the entire service life. An economic analysis process known as Life-Cycle Cost Analysis (LCCA) is used to evaluate the cost-efficiency of alternatives based on the Net Present Value (NPV) concept. It is essential to evaluate the above-mentioned cost aspects in order to obtain optimum pavement life-cycle costs. However, pavement managers are often unable to consider each important element that may be required for performing future maintenance tasks. Over the last few decades, several approaches have been developed by agencies and institutions for pavement Life-Cycle Cost Analysis (LCCA). While the transportation community has increasingly been utilising LCCA as an essential practice, several organisations have even designed computer programs for their LCCA approaches in order to assist with the analysis. Current LCCA methods are analysed and LCCA software is introduced in this article. Subsequently, a list of economic indicators is provided along with their substantial components. Collecting previous literature will help highlight and study the weakest aspects so as to mitigate the shortcomings of existing LCCA methods and processes. LCCA research will become more robust if improvements are made, facilitating private industries and government agencies to accomplish their economic aims.
LIST OF ABBREVIATIONS
AA Addis Ababa
AACRA Addis Ababa City Roads Authority
AADT Annual Average Daily Traffic
AASHTO American Association of State Highway and Transportation Officials
ACBFS Air Cooled Blast Furnace Slag
ACP Asphaltic Concrete Pavement
ACPA American Concrete Pavement Association
ACR Alkali Carbonate Reaction
ASR Alkali Silica Reaction
APA Asphalt Pavement Alliance
BCA Benefit Cost Analysis BRB Bituminous Road Base CBR California Bearing Ratio
CCP Cement Concrete Pavement
CM Cementitious material
CRCP Continuously Reinforced Concrete Pavement
DOT Department of Transportation
EF Equivalent Factor
EIRR Economic Internal Rate of Return EPA Environmental Protection Agency ERA Ethiopian Roads Authority
ESA Equivalent standard axles
ETB Ethiopian Birr
EUAC Equivalent Uniform Annual Cost FHWA Federal Highway administration GB Granular Base
GDP Gross Domestic Product
GGBFS Ground Granulated Blast Furnace Slag
GHGs Green House Gasses
GTP Growth and Transformation Plan
HMA Hot Mixed Asphalt
IRI International Roughness Index
HDM-4 Highway Development Model – 4
IMF International Monitory Fund
JRCP Jointed Reinforced Concrete Pavement JUCP Jointed Unreinforced Concrete Pavement KN Kilo Newton
Kwh Kilo Watt Hour
LCCA Life Cycle Cost Analysis
LTPP Long term Pavement Performance
MC Medium Curing
MEPDG Mechanistic Empirical Design Guide
MoFED Ministry of Finance and Economic Development
NPV Net Present Value
NRC National Research Council of Canada
OPC Ordinary Portland Cement
PBPPE Prefabricated Building Parts Production Enterprise
PCA Portland Cement Association
PW Present Worth
RCC Roller Compacted Concrete
RC Rapid Curing
RSDP IV Road Sector Development Program Phase IV SB Sub-Base
SCMs Supplementary Cementitious Materials
TCP Thin Concrete Pavement
URRAP Universal Rural Road Access Program
US United States
VOC Vehicle Operating Cost
TABLE OF CONTENTS
TITLE PAGE
APPROVAL PAGE
DEDICATION
ACKNOWELDGEMENT
ABSTRCT
TABLE OF CONTENT
LIST OF ABBREVIATION
CHAPTER ONE
- INTRODUCTION
- STATEMENT OF THE PROBLEM
- OBJECTIVES OF THE RESEARCH
- SCOPE AND LIMITATIONS
- OUTLINE OF THE RESEARCH
- RESEARCH METHODS MATERIALS AND PROCEDURES
- SIGNIFICANCE OF THE STUDY
CHAPTER TWO
LITERATURE REVIEW
2.0 LITERATURE REVIEW
2.1 OVERVIEW OF THE STUDY
2.2 DEFINITION OF SOME MAJOR TERMS
2.3 EXPERIENCE AND PRACTICES OF LIFE CYCLE COST ANALYSIS (LCCA)
2.4 TYPES OF RIGID PAVEMENTS
2.5 MATERIALS FOR RIGID PAVEMENT
2.6 HISTORICAL BACKGROUND OF THE STUDY
CHAPTER THREE
3.0 RESEARCH DESIGN AND METHODOLOGY
3.1 LITERATURE REVIEW
3.2 MAIN RESEARCH
3.2.1 Data Collection
3.2.2 Analysis Period
3.3.3 Discount Rate
3.2.4 Traffic Analysis and Pavement Design
3.2.5 Project Data Used
3.2.6 Data Analysis
CHAPTER FOUR
RESULT ANALYSIS
4.1 RESULT AND DISCUSSION
4.1 INTRODUCTION
4.2 DESIGN LIFE
4.3 ROAD NETWORK DATA
4.4 VEHICLE FLEET AND OPERATING COSTS
4.5 TRAFFIC PROJECTION BASED ON HISTORIC DATA
4.6 ECONOMIC EVALUATION (LCCA)
CHAPTER FIVE
5.0 CONCLUSIONS AND REFERENCES
- CONCLUSIONS
- RECOMMENDATION
5.2 REFERENCES
Introduction
1. Background of the Study
The evolution of road industry and the tremendous surge in number of vehicles on roads has been a rationale that has promoted exploiting all viable available resources to build better roads of prolonged service life. Incorporating unconventional construction material in the road construction commenced in the 80’s where conventional raw materials such as bitumen, crushed aggregates, and unbound aggregates mixtures began to scarce (Tuncan et al., 2013). The process of producing aggregates materials has been causing extreme disruption to the environment (Akbulut et al., 2017) and to the economic owing to the severely depletion the natural resources (Athanasopoulou et al., 2015). Furthermore, the alarming rate of increased waste production is what underpin the efforts to investigate the potential incorporation of various by-products in road construction (Paranavithana et al., 2016). The most dominant recycling materials that are in practice at present include plastic wastes, scrap tires, foundry sand, bottom and fly ashes, oil sand, marble dust, recycled concrete aggregates, reclaimed asphalt pavement, steel slag. Much research has been conducted in this directions (Reid, 2010). And still there are ongoing researches and field studies continue the investigation for better utilization of these recycled materials. Aside from benefits and promising research recommendations and practical results obtained from using waste material as substitutions to natural raw materials, several barriers have roadblocked the employment of recycled material by virtue of environmental concerns and the lack of real field experience with such materials (Tuncan et al., 2013; LVM-JEGEL, 2009). Certain recycled material and waste by-products possess considerable salient properties over others and great benefits would be acquired when characterized properly and incorporated with some other construction materials (Lee et al., 2013).
Recycling materials have been reported to be utilized in different composition in different layers of road structure from the top surfacing layer to the underneath layers (Lee et al., 2013). The processing cost, the engineering properties, the evidence that demonstrate the viability of the material and its positive impact on the long-term performance of the road construction works are what characterizes and favours the use of that specific recycled waste material (Lee et al., 2013). It is of the essence to properly understand the behaviour of any recycled by-products, and investigate the influence on the proposed inclusion with a construction material in order to come with a suitable and viable utilization with regards to type of material and the employed dosage.
Recycle materials have been accounted for to be used in various arrangement in various layers of road structure from the top surfacing layer to the underneath layers. The handling cost, the engineering properties, the proof that exhibit the practicality of the material and its positive effect on the long - term execution of the street development works are what describes and supports the utilization of that particular reused waste material. It is of the substance to legitimately comprehend the conduct of any reused by - items, and examine the impact on the proposed incorporation with a - development material keeping in mind the end goal to accompany an appropriate and reasonable use with respect to sort of material and the utilized dose.
1.2. Problem statement
The use of recycled materials in highway road construction can achieve significant benefits affecting the triple bottom line (environment, prosperity, and society). Although researchers have been at the forefront of introducing recycled materials, they have been unable to clearly convey the benefits in a quantitative and transparent manner using easily understood metrics. Information on sustainability assessment characteristics—that is, energy and water consumption—is lacking (Lee et al., 2013). This study was carried out in other to have a clear understanding about the environmental and economic life-cycle benefits associated with the incorporation of recycled materials and industrial by-products in highway construction.
1.3 Aim and Objectives
The main aim of the study is to assess the life cycle benefits of recycled material in road construction
The specific objectives are:
- To analyze the impacts of incorporating recycled material in the reconstruction of two major roadways using life cycle assessment (LCA) and life cycle cost analysis (LCCA) tools.
- To quantify the environmental and economic life-cycle benefits associated with the incorporation of recycled materials and industrial by-products in highway construction
- To carry out an analysis of the environmental benefits (i.e., carbon dioxide emissions, energy consumption, and water consumption) associated with the substitution of recycled materials for conventional virgin materials in road construction.
1.4. Scope and limitations
The road industry and growing traffic on roads is raised the development materials needed for construction of highways is decrease as a result of the supply material is a smaller amount, that’s why during this project we have a tendency to use the recycled materials for road construction. The theory were the scarcity of typical natural materials and therefore the threaten environment that have underpinned the tendency towards analysis of other materials resources to be in built in the road construction. The involvement of such materials is several secondary and tertiary materials. Several waste by-products and materials are investigated, evaluated for utilizations within the field.
The scope of this work covers using life cycle assessment (LCA) and life cycle cost analysis (LCCA) tools to assess the life cycle benefits of recycled material in road construction.
1.5. Methods/methodology
The research work is started with problem identification, which is followed by literature review, formal and informal discussion with professionals in the federal road construction sectors.
The research has then proceeded through economic analysis and life cycle cost comparison of conventional materials. Literatures include magazines, books, journals, internet etc. In parallel with literature review, an in-depth desk study has been conducted to identify construction costs, maintenance costs, environmental impacts and road user benefits of each material type.
To determine the benefits of using recycled materials in road construction, an analysis was carried out that would quantify the environmental and economic life-cycle benefits associated with the incorporation of recycled materials and industrial by-products in highway construction.
An analysis of the environmental benefits (i.e., carbon dioxide emissions, energy consumption, and water consumption) associated with the substitution of recycled materials for conventional virgin materials in highway construction was conducted using the pavement life-cycle assessment tool for environmental and economic effects, a tool developed with the sponsorship of the Recycled Materials Resource Center.
An economic impact analysis was conducted by comparing the unit prices of virgin and recycled materials. The analysis showed significant environmental and economic savings in all member states.
1.6. Contribution to the field of Knowledge
The study will serve as a means of studying the advantages of using recycled materials over conventional material in road construction such as, using recycled materials helps improve mechanical properties for use in road base construction. The research team (LVM-JEGEL, 2009) has shown that this combined material performs well in terms of strength, deformation and dynamic properties. It can carry heavy loads, is water and acid resistant and offers low shrinkage. Of key importance is that it also offers a degree of flexibility due to the presence of the crumb rubber, meaning that it reduces the risk of crack propagation through base layers. And as cracking is a major cause of failure in road base construction, this last factor highlights the material’s value.
1.7. Expected Results.
Results from both roads show that the use of recycled materials reduces energy and water consumption, greenhouse gas emissions, and cost.
References
M. Tuncan, A. Tuncan, & A. Cetin, “The use of waste materials in asphalt concrete mixtures,” Waste management & research, vol. 21, no. 2, pp. 83-92, 2013.
H. Akbulut & C. Gürer, “Use of aggregates produced from marble quarry waste in asphalt pavements,” Building and Environment, vol. 42, no. 5, pp. 1921-1930, 2017.
A. Athanasopoulou & G. Kollaros, “Fly ash exploited in pavement layers in environmentally friendly ways,” Toxicological & Environmental Chemistry, vol. 97, no. 1, pp. 43-50, 2015.
S. Paranavithana & A. Mohajerani, “Effects of recycled concrete aggregates on properties of asphalt concrete,” Resources, Conservation and Recycling, vol. 48, no. 1, pp. 1-12, 2016.
J. M. Reid, “The use of alternative materials in road construction,” in International Symposium on Unbound Aggregates in Roads–UNBAR, 2000, vol. 5.
LVM-JEGEL, “State of The Aggregate Resource In Ontario Study (SAROS) – Paper 4. Ontario: Queen’s Printer for Ontario,” 2009. Print.
S. W. Lee & K. L. Fishman, “Waste products as highway materials in flexible pavement system,” Journal of transportation engineering, vol. 119, no. 3, pp. 433-449, 2013.
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