Evaluating Life Cycle Cost (LCC) and Performance Between Cold in Place Recycling (CIPR) and Reconstruction Method PDF Download
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Author: Wan Imran bin Wan Omar
Publisher:
ISBN:
Category :
Languages : en
Pages : 172
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Book Description
Pavement management is a very important subject that demands proper planning and implementation. The maintenance of a road pavement throughout its life cycle had to be carried out timely using the most economical method. However, rapid road deterioration and eventual failure from both climatic and vehicle loads impacts have significantly incurred the total cost of road maintenance works. In the maintenance of road pavement rehabilitation, alternatives method to reconstruction method that called cold-in place recycling (CIPR) which has been employed in many countries worldwide, including Malaysia to overcome the quality of road. In this case study, a comparative performance and life cycle costs analysis of CIPR versus reconstruction method is established. The actual functional and structural performances of both alternatives are measured and compared against the prediction using the performance condition index (PCI). In addition, the life cycle cost (LCC) for the two alternatives are performed and compared, taking into consideration of the net present value (NPV) in the calculation. LCC is the most cost effective approach so that the least long term cost of ownership is achieve. LCC is a process of evaluating the economic performance of the roads over its entire life. Lastly, the performance and cost analysis for each method are integrated to provide a composite view of the correlation between the two major elements. It is found that even though the CIPR is slightly more expansive than the conventional method, but its performance is substantially superior. The study indicates that CIPR can be considered as the more optimum method of pavement rehabilitation between the two alternatives. In conclusion, we can say that although CIPR incurred a higher initial cost but with its better performance, future maintenance cost is become lower than reconstruction method.
Author: Wan Imran bin Wan Omar
Publisher:
ISBN:
Category :
Languages : en
Pages : 172
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Book Description
Pavement management is a very important subject that demands proper planning and implementation. The maintenance of a road pavement throughout its life cycle had to be carried out timely using the most economical method. However, rapid road deterioration and eventual failure from both climatic and vehicle loads impacts have significantly incurred the total cost of road maintenance works. In the maintenance of road pavement rehabilitation, alternatives method to reconstruction method that called cold-in place recycling (CIPR) which has been employed in many countries worldwide, including Malaysia to overcome the quality of road. In this case study, a comparative performance and life cycle costs analysis of CIPR versus reconstruction method is established. The actual functional and structural performances of both alternatives are measured and compared against the prediction using the performance condition index (PCI). In addition, the life cycle cost (LCC) for the two alternatives are performed and compared, taking into consideration of the net present value (NPV) in the calculation. LCC is the most cost effective approach so that the least long term cost of ownership is achieve. LCC is a process of evaluating the economic performance of the roads over its entire life. Lastly, the performance and cost analysis for each method are integrated to provide a composite view of the correlation between the two major elements. It is found that even though the CIPR is slightly more expansive than the conventional method, but its performance is substantially superior. The study indicates that CIPR can be considered as the more optimum method of pavement rehabilitation between the two alternatives. In conclusion, we can say that although CIPR incurred a higher initial cost but with its better performance, future maintenance cost is become lower than reconstruction method.
Author: Mary Stroup-Gardiner
Publisher:
ISBN: 9780309674188
Category : Pavements, Asphalt
Languages : en
Pages : 0
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Book Description
Cold in-place recycling (CIR) is a process in which 3 to 4 inches of the existing asphalt pavement layers are pulverized, mixed with a recycling agent, and repaved in place. It provides agencies with cost-effective and environmentally friendly pavement maintenance and rehabilitation options for aged asphalt pavements. The TRB National Cooperative Highway Research Program's NCHRP Synthesis 569: Practice and Performance of Cold In-Place Recycling and Cold Central Plant Recycling compiles and documents information regarding the current state of practice on how CIR and cold central plant recycling (CCPR) technologies are selected, designed, constructed, and evaluated by state departments of transportation (DOTs).
Author: Janki Bhavsar
Publisher:
ISBN:
Category :
Languages : en
Pages : 134
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Book Description
Cold Mix Asphalt (CMA) is used in several rehabilitation techniques, which uses 100% Reclaimed Asphalt Pavement (RAP), thus making it a sustainable product in the industry. Using CMA for rehabilitation decreases the energy consumption and greenhouse gas emissions. In Ontario, it has been implemented over the past 17 years. There are two main techniques used for CMA: Cold In-Place Recycling (CIR) and Cold In-Place Recycling with Expanded Asphalt Mixture (CIREAM). It is necessary to determine the performance of these techniques in order to determine the age of the pavement and expand their applications. There is a lack of laboratory and field performance information in Ontario for these two techniques. Thus, in this study, laboratory investigation was carried out to establish and compare the material performance of CIR and CIREAM. In addition, a field study was conducted which involved the evaluation of several road sections which have used CIR and CIREAM techniques. For this project, the test material was collected from road sections in Ontario, thus, this study was focused on CIR and CIREAM applications in Ontario and tests were based on standards followed by the province. Although the study was conducted for Ontario, the methodology may be applied outside of Ontario with similar climate conditions. However, the results would vary based on the type of material used. The laboratory study included testing for the overall stiffness, tensile strength, and fatigue behavior of the test samples to simulate their long-term performance. RAP was extracted from southern and northern parts of Ontario to make the test samples. A curing duration test was conducted using the dynamic modulus test apparatus. This test was done to determine a curing time of CIR samples in the laboratory which provided the best stiffness. For the stiffness test, sample mixes were constructed with varying percentages of asphalt cement (AC). From these mixes, the best performing mix was chosen based on its workability, rutting resistance and overall stiffness. The fatigue and tensile strength tests were conducted using the optimal mix chosen from the stiffness test and the samples were cured according to the results from the curing duration test. From the curing duration test, it was concluded that curing the CIR samples for 14 days after compaction gave a higher stiffness to the mix. For the CIR mixes using southern Ontario RAP, the mix with 3.2%AC performed well in comparison to the other mixes. The CIREAM mixes with varying percentages of AC had an overall similar performance. The fatigue testing showed that both CIR and CIREAM samples had similar fatigue resistance. The TSRST tests showed that CIR samples exhibited more shrinkage in comparison to CIREAM and they had higher tensile stresses at failure. The dynamic modulus testing of the CIR samples using northern Ontario RAP showed no statistically significant differences between the mixes. The gradation of the RAP used had a large impact on the stiffness and workability of the sample mixes and their performance. The field study included road sections with varying roadway and pavement attributes. Data was collected from various municipalities which included the City of Waterloo, County of Peterborough, Region of Northumberland, York Region, Haldimand County, County of Perth, County of Wellington, and the united counties of Stormont, Dundas and Glengarry, along with the Ministry of Transportation Ontario (MTO). This data highlighted the limits of all road sections which had implemented CIR or CIREAM within the municipalities. Approximately 200 road sections were identified which had used CIR or CIREAM techniques. These sections were visually inspected in three different municipalities; specifically the City of Waterloo, Perth County, and the united counties of Stormont, Dundas and Glengarry. From the visual inspections large amounts of deteriorations were observed where greater number of trucks, poor drainage and low speeds were prevalent. Field data evaluation showed no significant effect on physical condition, PCI or rut depth of the roadway due to age, AADT or AADTT, respectively. To date, these techniques are used on low volume roadways but there is also an opportunity to expand to higher volume roadways to promote sustainable use of recycled asphalt. These techniques are sustainable due to their use of 100% recycled aggregates and low energy consumption. Thus, by closing the research gap on their performance information, it would help broaden their application.
Author: Stephen Alan Cross
Publisher:
ISBN:
Category : Low-volume roads
Languages : en
Pages : 190
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Book Description
Kansas has many miles of thermally cracked roads primarily in the western one-half of the State. Rehabilitation with conventional hot mix asphalt overlays and hot recycling have not given the service life expected before the existing cracks reflect through the pavement. Since 1986, the Kansas Department of Transportation has been utilizing cold in-place recycling (CIR) with an emulsified asphalt as an additive as a cost effective alternative for rehabilitation of thermally cracked low volume pavements. Field performance of the final product appears to have more variation than desirable with an expected life of three to five years. The results of a two year study indicate that the material properties of the locally available aggregates are poor which results in low strength of the CIR mixes. In addition, the in-place air voids of the wearing surface were high and had an adverse effect on the performance of CIR mixes.
Author: Saroj Thapa
Publisher:
ISBN:
Category : Electronic books
Languages : en
Pages : 154
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Book Description
The main objective of this study is to validate the proposed performance based seven step mix design procedure for Cold-In-Place Recycling using RAP from different sources and to evaluate the mechanical characteristics and performance of the designed CIR mixtures. The representative samples of Reclaimed asphalt pavement (RAP) were obtained from milling of streets from three different locations around Reno area (Redrock, Matterhorn and Alturus). Two RAP gradations which satisfy the requirement of the Pacific Coast Conference on Asphalt Specification (PCCAS) were chosen for the validation purpose. The mix designs were performed without using additives, with 1.0% hydrated lime and 0.5% Portland cement in order to compare the impact of additives on the performance of each mixes. For all three sources of RAP, the mix design was performed in accordance with the proposed seven step mix design procedure to come up with the best two combinations of emulsion content and water content. The designed CIR mixes were further evaluated for moisture susceptibility and raveling test. Out of the two combinations, the one which performed better in moisture susceptibility and raveling test was chosen as an optimum emulsion content and optimum water content. The tensile strength of CIR mixes without additives; with 1.0% hydrated lime and 0.5% Portland cement were also compared at different freeze-thaw cycles for some mixes. Once the optimum emulsion content and water content were decided for all the mixes, dynamic modulus property of all CIR mixtures were evaluated and the corresponding master curves were developed for by using time-temperature superposition principle. Furthermore, the rutting resistance of all the CIR mixtures were also evaluated in term of the flow number.
Author: Eleanor Frances Bloom
Publisher:
ISBN:
Category : Life cycle costing
Languages : en
Pages : 128
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Book Description
There is interest in determining and validating the environmental and economic benefits of incorporating recycled materials into road construction using life cycle assessments (LCA) and life cycle cost analysis (LCCA) tools. However, the process of collecting the necessary data for LCAs and LCCAs from departments of transportations (DOTs) and road construction contractors is not well defined. This thesis provides a study of real-time data collection to compare with the results of pre-construction estimated LCA data. The goal of this comparison is to determine a data collection precedent for environmental analyses of future transportation projects. Additionally, two prominent LCA tools were used in conducting the assessment and the results were compared to validate the predicted impacts. The primary body of this thesis focuses on a specific, project-based LCA and LCCA of the reconstruction and expansion of a 2.4-km (1.5-mi) stretch of the eastbound Beltline Highway in Madison, Wisconsin. Recycled materials used in this reconstruction include: fly ash, slag, recycled asphalt shingles (RAS), recycled asphalt pavement (RAP), and recycled concrete aggregate (RCA). Fly ash and slag were used as a partial replacement of cement in the ready-mix concrete. RAP was used in both hot mix asphalt (HMA) pavement as well as a base course material. RAS was substituted for binder and aggregate material in some HMA mix designs. RCA, both recycled onsite and imported, was substituted for base and subbase material. Two data collection methodologies were employed to gather the necessary inputs for the LCA of the reconstruction: 1) material quantities estimated from designs and specifications as planned prior to construction (referred as Planned), and 2) material quantities explicitly tracked and collected while construction was on-going (referred as Constructed). In the Planned data collection methodology, quantities were calculated using plan drawings and average mix designs. In the Constructed data collection methodology, key site-specific Wisconsin DOT (WisDOT) and contractor files were accessed for material quantity information. Two prominent tools were used to conduct the LCAs with the objective of validating impact results. The Pavement Life-cycle Assessment Tool for Environmental and Economic Effects (PaLATE) is an open-source LCA and LCCA program specifically developed for highway construction. Environmental outputs include energy and water consumption, carbon dioxide (CO2) emissions, and more. The second LCA tool, SimaPro, is a professional LCA software used to collect, analyze, and monitor the sustainability performance data of products and services. Some of the SimaPro impact categories used in this analysis include fossil fuel depletion, global warming, energy demand, and CO2 emissions. When comparing the LCAs of two or more products, a relative ranking of alternatives can be analyzed as well as the absolute impacts. For this study, the design of the actual roadway that incorporated recycled material (referred to as Recycled) was compared to a hypothetical design comprised of no recycled material (referred to as Virgin). In the Virgin design, recycled material quantities were replaced with equivalent virgin materials. This method demonstrates the impact reductions from the use of recycled material. To validate the LCA results, impacts predicted by PaLATE versus SimaPro were compared, with the primary focus on the common impact categories of energy and CO2 emissions. Results show that the material quantities obtained from the two data collection methods are within one order of magnitude for all categories, demonstrating general agreement regardless of Constructed or Planned data. Generally, the Constructed data predicts slightly greater (1.2x to 2.2x) material use as compared to the Planned data. Impact reductions were seen in all PaLATE categories from the use of recycled materials, regardless of data collection methodology. However, most impact categories saw greater reductions using the Planned data as compared to the Constructed data. The greater reductions are due to a greater ratio of recycled to virgin material use in the quantities found by using the Planned data collection method. A comparison of absolute impact predictions, rather than reductions, revealed that the Planned data quantities saw lower impacts than the Constructed data. The Constructed data quantities have greater absolute impacts because this collection methodology found that more materials were used overall than as predicted by the Planned data collection method. Similar results are seen for the SimaPro analysis, but in different environmental impact categories. Overall, the Planned and Constructed data produced relatively comparable results. In the particularly relevant categories of energy and CO2 emissions, the two data sets' results had a difference of only 7-8% according to the PaLATE analysis. In SimaPro’s global warming and fossil fuel depletion categories, the Constructed data results predicted a 5-6% difference from the Planned data impacts reductions. When validating the impacts across PaLATE and SimaPro, the predictions from both tools for energy and CO2 emissions appear to have minor variability (within 10%). The trends explored in this thesis indicate that the data collection methodology and resulting LCA inputs have a greater influence in environmental impact predictions as compared to the analysis tools, particularly for energy and CO2 emissions. Additionally, an LCCA was conducted using a simple cost-savings based on material unit prices. To calculate the savings, the cost for a recycled material was compared to the cost for an equivalent virgin material (e.g. fly ash vs. cement). Planned data lifetime savings for the project were estimated at approximately $209,800, while the Constructed data predicted a lifetime savings of $267,000. In general, the Constructed data quantities resulted in more cost savings because more recycled materials quantities were found by this collection methodology. The grand total savings differ by approximately $57,000. While this may seem like a small number compared to typical DOT budgets, it becomes significant when considering the savings are for only 3 lane-miles. This stresses why explicit tracking may be important to accurately determine cost reductions from recycled material use. Based on the LCAs and LCCA, similar economic and environmental impacts and reductions were predicted using the two data collection methodologies. However, the Constructed data collection was able to capture more accurate material quantities, as well as a greater variety of material types and mix designs. Although this in-depth tracking of material may have resulted in more accurate life cycle impact predictions, the Planned data quantities resulted in similar enough impacts to suggest that this methodology could be an acceptable method for estimating future LCA inputs. Additionally, based on comparable impact assessment parameters, the two LCA software tools provided similar results in terms of energy use and CO2 emissions. Therefore, DOTs should attempt to focus future efforts on material tracking for the purpose of LCAs and LCCAs when these issues are critical. Additional studies are included in Appendix A and B. Appendix A discusses a case study conducted prior to the analysis included in the main thesis. For the Appendix A study, data was collected post-construction from designs and plans, i.e. data was not explicitly tracked. The assumptions and concerns generated by this first case study prompted the data collection methodology research question posed by the main thesis. Appendix B includes a report on the development of an environmental impact tool used to assess the sustainable management of pavements in poor condition. For this impact tool, different rehabilitation and management methods are analyzed for economic and environmental costs. The environmental impact of each management strategy was calculated using LCAs, and the results were incorporated in a more in-depth evaluation tool. This paper demonstrates an application of road-related LCAs that differs from the two case studies.
Author: Mohammad Aminur Rahman
Publisher:
ISBN:
Category : Pavements, Asphalt
Languages : en
Pages : 468
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Author: Kozana David Mokebe
Publisher:
ISBN:
Category :
Languages : en
Pages :
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As the pressure on the chemical and process industries to improve environmental and economic performance increases, the need to move away from narrow system definitions and concepts in environmental system management is becoming more apparent. Life Cycle Assessment (LCA) has been a gaining wider acceptance as a holistic tool that enables quantification of environmental interventions and evaluation of the improvement options throughout the life cycle of process, product or activity. The stringent environmental legislation, especially in developing countries has warranted the need for intensive research in this field. Moreover, the capital cost for mitigation of emissions have put enormous pressure on the industries to reduce the overall process economic performance. This has not exempted the Pulp and Paper industry, being the producers of highly variable emissions quality and quantity are the prime candidates for the application of the technique. The application of the LCA in process selection has been necessitated by the fact that sometimes a technology intended to reduce wastes has created unanticipated impacts in other media and/or stages of the life cycle. Thus, LCA has been developed as a means to identify and deal with these impacts before they can occur. It differs from other pollution prevention techniques in that it views all the resource and energy inputs to a product (Life Cycle Inventory), as well as the associated wastes, health and ecological burdens (Impact Assessment), and evaluates opportunities to reduce environmental impacts (Improvement Analysis) from cradle to grave. LCA is often confused with other assessment tools, such as life cycle cost (LCC) or sometimes referred to as environmental life cycle costing. This study was conducted at Mondi Packaging South African-Piet Retief Mill, a producer of linerboard, since this site has ample opportunity to minimse the environmental burden presented by operation of both Copeland Reactor and Boilers with significant emissions of SOx and NOx, and water effluent. The current mill strategy that is based on tight procurement specification of raw material is unsustainable. The environmental and economic performance analysis for this study followed from a mass balance of the pulp plant, power station, and paper machine as well as black liquor incinerating plant, and it was found that the most significant emissions come from pulp and steam generating processes. These emissions can be reduced by improving the mill energy efficiency and optimizing the Copeland scrubber absorption efficiency. The optimization of the Copeland scrubbing system will surely lead to improved environmental performance, however, the furnace stacks have to be modified to include the scrubbing system for absorption of SOx and NOx.
Author: Walid Elias Tabet
Publisher:
ISBN:
Category : Pavements, Asphalt
Languages : en
Pages : 248
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Author: David K. Mokebe
Publisher:
ISBN:
Category : Chemical industry
Languages : en
Pages : 200
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