Exploring Intersection of Product Lifecycles: IRI-based Pavement Maintenance Strategies for Reduction of Greenhouse Gas Emissions Associated with Pavement and Vehicles

• Main Authors: Fitria, 菲宇雅
• Other Authors: Yasuhiro Fukushima
• Format: Others
• Language: en_US
• Published: 2014
• Online Access: http://ndltd.ncl.edu.tw/handle/01654666426854934677

碩士 === 國立成功大學 === 環境工程學系 === 102 === This research evaluates several maintenance strategies that were set to relate pavement roughness condition to environmental impact in term of energy consumption and greenhouse gas (GHG) emission associated to each strategy. There are interactions present between pavement and vehicle during their use phase. Therefore, evaluation was done to quantify not only the impacts from pavement maintenance activities (from material production to construction), but also the influence of pavement condition to vehicle operation, namely the differences caused in fuel consumption of passenger cars. Here, the incorporation of roughness impact to vehicle operating cost aims to provide a complete picture of maintenance activities impact to road-related agency, road users, and to our environment. Two models are developed and used in this study: (1) Lifecycle assessment model, to quantify GHG emission and energy consumption of each treatment technology and maintenance strategy, and (2) Roughness-prediction model, to simulate pavement condition that is posed to high precipitation and temperature over its age. The results from the both models and other data such as treatment effect, scenario setting, and vehicle use related information becoming input in designing maintenance strategies. Then, maintenance strategies were evaluated based on analysis life of 40 years. The results show that between the two technologies evaluated, namely thin hot-mixed asphalt overlay (OL) and micro-surfacing (MS), the former needed more energy and so released more emission compare to the latter due to more material and energy (and thus transportation) required in preparing and performing the treatment. Even so, both technologies agree that material production stage is the hotspot of energy consumption and GHG emission, which accounted for around 90% of overall process. Regression analysis implies that precipitation contributes in higher pavement roughness while, surprisingly, temperature indicates negative correlation to roughness progression. The negative correlation between temperature and roughness is not clearly understood except from the perspective of reducing wet weather damage or reduce shrink-swell of soils from being wet more of the time. Thus, more frequent maintenances are especially required for road posed to higher precipitation in Taiwan. Furthermore, application of OL within maintenance strategies resulted in fewer maintenance cycles compare to MS employment. It is because MS requires a relatively good road condition in order to suffice the expectation of the treatment while that requirement not really applied to OL so that OL application can be delayed a bit. Despite of the number of MS cycles is greater, it still give a lower emission accumulation up to 47% compare to current practice. The associated vehicle fuel consumption for MS-related scenario also show a lower emission accumulation, thus MS can be considered a good maintenance approach to be applied in region with intense precipitation and temperature. However, MS should be done when the road condition is good which will be better to be applied in a road with low-initial pavement roughness, so that the intermittent period between each treatment cycles is longer and road user do not suffer from undesired number of frequent maintenance.