Table 3 - uploaded by Youngguk Seo
Content may be subject to copyright.
Source publication
The first attempt has been made in Korea to quantify the carbon dioxide (CO2) emitted from the consumption of main and basic materials for road, bridge and tunnel constructions. These materials-induced CO2 emissions were estimate using the amount of materials consumed and corresponding CO2 emission factors. A simple linear relation was developed be...
Contexts in source publication
Context 1
... than main materials, most of construction materials can be categorized into basic materials. Table 3 summarizes thirty one basic materials defined by the Korea Ministry of Construction and Transportation (MOCT). Bar steel-stainless steel has the highest emission factor followed by stainless steel wire. ...
Context 2
... this study, these unit emissions have been used to estimate total emissions that might have been released and accumulated on all types of roads in Korea such as expressways, national highways and local roads up to the year 2007. For basic materials whose emission factors were not available in the LCI database but used for the road constructions, a simple linear relation between the unit price and emission factor has been developed with data shown in Table 3 because emission factors were almost proportional to unit prices except for a few items. This linear model (Eq. ...
Citations
... Recent studies have conceptualized that the impacts of the construction industry on climate change will vary related to different locations. Still, they could include issues related to weather, water, and temperature [ [25]; [23]; [14]; [24]; [26]]: ...
... Consistent with [ [17]; [58]], who found that GHG emissions should be controlled in the construction stage. This has parallels to research in the [ [18]; [26]; and [57]] that the use of primary renewable energy as raw materials during the construction and use phases is a high impact on climate change during the construction industry. These findings are aligned with existing literature which found that choosing the construction materials and delivery of the materials to the site during the construction phase [26] and [51] have the main impact on climate change. ...
... This has parallels to research in the [ [18]; [26]; and [57]] that the use of primary renewable energy as raw materials during the construction and use phases is a high impact on climate change during the construction industry. These findings are aligned with existing literature which found that choosing the construction materials and delivery of the materials to the site during the construction phase [26] and [51] have the main impact on climate change. This is in line with work that promotes sustainable construction materials during the construction industry [16] and should be considered in the construction phase. ...
In the last decade, the construction industry in Egypt has been booming, and many mega projects are under construction. The lack of awareness of the construction industry's impact on climate change could be very harmful in terms of CO2 emission, water and soil pollution, etc. This paper aims to explore the critical factors in the Egyptian construction industry that continue into climate change. Moreover, given the shared features between the construction industry in Egypt and those in other countries, this research could also shed lights on the general impacts of the construction industry on the various aspects of climate change. So, to achieve this aim, an intensive literature review was carried out to identify various factors contributing into climate change within the construction industry. This is followed by conducting 11 interviews with construction experts to explore any further factors throughout the lifecycle of a construction project. The identified factors from the literature review and the interviews were used to design a questionnaire survey to collect construction professionals’ opinions on the impact of these factors on climate change in Egypt. 48 valid responses were received. The collected data were statistically analyzed to rank and determine the criticality level of these factors. The results revealed that the most significant factors influencing climate change are: the impact of industrial construction on climate change, the use of primary renewable energy as raw materials during the construction and use phases, and the effect of heavy civil and highway construction on climate change. The results also show that managing these factors requires considerable awareness and proactive actions during the project life cycle and pre-construction stage. The findings could inform decision-makers and construction professionals to raise awareness and make informed decisions to handle these key factors and minimize their potential contribution to climate change. Therefore, it can be recommended that construction clients may involve a climate change management plan as a requirement of tender documents
... Mix. ID Emissions factor GWP (KgCO 2 /Kg) Distance (Km) Cement [73] Local mineral Pozzolan [74] Water [75] Super Plasticizer [73] Sand [75] Gravel [75] Steel Fiber [75] Polypropylene Fiber [76] Hybrid Fiber around them so that they were not well bonded with the fibers and therefore porosity was observed more in these specimens. However, polypropylene fibers partially compensate for the weakness caused by the pores due to their fine bridging properties. ...
... Jamshidi et al. (2013), and Doł _ zycki and Jaskuła (2019) focused on alternative road construction technologies, and Thives and Ghisi (2017), Jamshidi et al. (2013), andBalaguera et al. (2018) focused on alternative construction materials. Muench (2010) and Seo and Kim (2013) conducted reviews on the emissions of the road construction phases, and Santero et al. (2011b) conducted a review on the road use phase emissions. Jiang and Wu (2019) have reviewed recent developments and applications of LCA in roads. ...
Carbon dioxide (CO2) emissions from the road sector have attracted increasing attention in current years. This paper attempted to provide a systematic review of the existing research efforts on road life-cycle CO2 emissions by analyzing the system’s boundary division, identifying the CO2 emission contributions of each life-cycle phase, listing major emission contributors, exploring related emission reduction technologies, and giving directions for future development. The research showed that the road life cycle is usually divided into five phases: material production, construction, use, maintenance and end-of-life (EOL) phases. The use phase and the initial construction stage (including material production and construction phases) contributed the most CO2 emissions during the road life cycle. In detail, the production of cement, asphalt and steel were the three main emission contributors in the material production phase. The pavement roughness, albedo, and concrete carbonation were the main factors affecting emissions in the use phase. In addition, emission reduction technologies such as using recycled materials and recycling techniques, lowering mixing temperature, and equipment energy substitution were commonly used to reduce emissions from material production and construction phases. The application of emerging technologies such as carbon capture and storage, carbon sink, and the use of hydrogen, solar and photovoltaic in the road sector may have emission reduction potentials and should be highlighted more in future studies.
... From some studies it has been estimated that the construction of a road pavement, due to the uses of main materials, produces on average 7451 t CO 2 /km [1] from which heating aggregates, asphalt heating, and mixing process, accounted for 67%, 14%, and 12% of total carbon emissions respectively [2]; for this reason, efforts are being made to reduce CO 2 emissions as much as possible, where some studies [3] have shown that the introduction of innovative road construction technologies reduces of about 84% the CO 2 for maintenance and control of the total road infrastructure. ...
In the road construction sector, the CO2 emissions that affect global warming are, in most cases, from the asphalt mixtures production activities that are carried out at high temperature (above 160 °C). The research here presented aims to investigate the physical-mechanical properties of asphalt mastics made up using jet grouting waste (JW) as a filler produced through both cold (40–50 °C) and hot mixing process. The first step focused primarily on examining the effects of optimal blending time and curing time of the mastics. The second step focused on the investigation of the rheological properties using a dynamic shear rheometer and carrying out a frequency sweep test at temperatures ranging from 0 to 50 °C with increments of 10 °C, and a multiple stress creep and recovery (MSCR) test under 0.1 and 3.2 kPa load levels at temperatures of 40 and 50 °C. Four cold asphalt mastic solutions were analyzed and then compared to three hot traditional ones, keeping constant, on the one hand, the binder weight and filler over binder weight ratio (0.5), and, on the other hand, changing the type and amount of filler. The compositions of the hot and cold asphalt mastics were as follows: (a) 33% limestone filler (LF) plus 67% bitumen (concerning the cold mixing process, the bitumen content refers to the amount of bitumen into the bitumen emulsion), (b) 33% JW plus 67% bitumen, (c) 16.5% LF plus 16.5% JW and 67% bitumen. The fourth solution designed only for cold asphalt mastic was made up of 33% Portland cement (PC) plus 67% bitumen (referring to the amount of bitumen in the bitumen emulsion). The main findings showed that the optimal performance was achieved at high test temperature by cold and hot asphalt mastics made up adding LF and JW filler, which showed a pronounced elastic behavior. Moreover, the cold asphalt mastic solution made up of LF and JW filler showed better performance than the mastic made up using PC, reaching over 40% increase of the shear modulus and 30% lower non-recoverable creep compliance values at all test temperatures.
... To overcome the situation, there is an effort among experts to create national guides and policies in order to improve the road lighting systems based on three directions: a) the complete mapping of existing lighting installations (Kostic, 2016) and its associated energy consumption, b) the investigation of operational needs and the identification of street lighting classes including lighting design planning and c) a techno economic analysis. There is a great interest for minimizing CO 2 emissions in road infrastructure (Attahiru et al., 2019;Doulos, Sioutis, Tsangrassoulis, Canale, & Faidas, 2019;Seo & Kim, 2013) and transportation (Ho, Wong, & Chang, 2015;Huang et al., 2018;Javid, Nejat, & Hayhoe, 2014;Kharbach & Chfadi, 2017;Ong, Mahlia, & Masjuki, 2011;Streimikiene, Balezentis, & Balezentien, 2013;Talbi, 2017) with street lighting representing the cornerstone of this strategy (Al Irsyad & Nepal, 2016;Kim & Park, 2017). Beccali Leccese, Lista, & Salvadori, 2018) have described such a methodology in a step by step process suitable for street lighting refurbishment designs of towns of different sizes, by presenting the status of Pontedera public street lighting in Italy. ...
While LEDs are now the most efficient light sources, their adoption in the road lighting design has been delayed due to a variety of reasons such as malpractice, huge number of inappropriate luminaires, missing technical information and ineffective policies. An example is the, low luminous efficacy values, which confuse the decision makers for national roads. The new part of EN13201-5 describes many energy performance indicators, which are still not used in street light projects or in lighting simulation tools. The aim of this paper is a) to present the significance of using these indicators through a decision tool, capable to evaluate a number of lighting designs in a lighting tender and b) to propose an evaluation method as part of a future energy policy including environmental criteria. A case study is also presented. The results show that the aforementioned decision tool is necessary in order to evaluate the ranking of the corresponding offers. Thus, increased energy savings could be achieved together with environmental benefits. In the case examined, the best solution resulted in 72.1% energy savings and CO2 emission reduction.
... menunjukkan bahwa untuk setiap meter pembangunan jembatan dihasilkan emisi sebanyak 120,1 ton CO2, diikuti oleh setiap meter pembangunan terowongan sebanyak 29,6 ton CO2, dan setiap meter jalan sebanyak 7,5 ton CO2, yang pada umumnya berasal dari konsumsi bahan utama konstruksi (Seo dan Kim, 2013). Sedangkan Greenroads Foundation (2010) menyatakan bahwa untuk membangun 1 mil jalan satu lajur diperlukan energi yang setara dengan energi yang dikonsumsi oleh 100 rumah tangga di Amerika selama 1 tahun. ...
... Hence, considerable effort is currently focused on developing new technologies, smart materials, regulatory documents and strategies for CO 2 emission reduction and energy consumption [8a]. According to the Korean air pollution report, it was found that about 151,631,376 t CO 2 were released from highway network construction [9]. It appeared that construction of 1 km of expressway produced about 9729 t CO 2 emission per lane [10]. ...
WMA (Warm-mix asphalt) has been gaining popularity primarily because of its lower energy consumption and reduced air emissions. This study investigated the energy saving and CO2 emission reduction properties of Ca(OH)2 incorporated zeolite (CaZ), synthesized by a sol–gel method and used as an additive for ASCON (asphalt concrete) production at different temperatures (120, 140 and 180 °C). The addition of up to 6 wt.% CaZ lowered the ASCON production temperature to 120 °C, leading to a production cost saving of 0.882 million US$/y, and an energy saving of 24,831 GJ/y for 140,000 Tonne/y compared to conventional HMA (hot mix asphalt) production at 180 °C. In addition, CO2 emission was reduced from 7500 ppm for HMA production to 500 ppm for WMA production at 120 °C. The significantly lower energy consumption and CO2 emission resulting from addition of CaZ composite are associated with easy release of water vapor due to the dendrite nano structure of the synthesized CaZ, accompanied by easy volume expansion and asphalt viscosity reduction.
... Loijos et al. (2013) quantified the GHG emissions of 12 cement-based functional units, representing average conditions for each major roadway classification in the USA. Seo and Kim (2013) estimated the overall and unit carbon dioxide emissions due to the consumption of materials for the construction of 12 expressway sections constructed between 2006 and 2007 in Korea. The unit emissions were utilised to predict the total emissions that might have been released from all types of roads (i.e. ...
Improving the sustainability of road pavements requires road agencies and construction companies to identify, by means of appropriate methodologies and tools, the priority areas of action. The life cycle assessment method has gradually become a versatile tool capable of informing decisions on resource and process selection to better understand, measure and reduce the environmental impacts of a system. This article presents the results of a study aimed at estimating and comparing the life cycle impacts of the flexible pavement structures defined in the Portuguese pavement design catalogue. The analysis assessed the functional units over a 40-year project analysis period (PAP), considering all pavement life cycle phases:
extraction of raw materials and production; transportation of materials; construction, maintenance and rehabilitation; work zone traffic management; usage and end-of-life. The results of the case study showed that for the less demanding traffic classes the materials phase is the main contributor to the road pavement’s overall life cycle environmental impact. However, if the road pavement is expected to carry significant volumes of traffic over its PAP, then the usage phase dominates the road pavement’s overall environmental performance. The analysis also showed that, as expected, the foundation class impacts the
environmental performance of the pavement under high traffic volumes. Stronger pavement foundations require thinner pavement, resulting in lower overall environmental burdens.
Life cycle assessment (LCA) plays an increasingly important role in environmental management, particularly in promoting energy and carbon-conscious practices across various disciplines. This review provides an overview of the latest innovations and potential benefits of integrating LCA into ecological slope treatment strategies. This study explores new developments in LCA methodology and its application to slope treatment, aiming to improve the integration of infrastructure development and environmental stewardship. Through an extensive review of over 120 peer-reviewed journal articles and a critical analysis of the intersection of LCA with slope treatment, this paper identifies innovative techniques that have the potential to significantly reduce the environmental impact of slope management. The review emphasizes advanced LCA practices that quantify and mitigate carbon emissions throughout the life cycle stages of slope treatments. Key findings demonstrate that LCA enhances the methodological rigor in assessing ecosystem services and impacts, and reveals new strategies that emphasize the importance of ecological considerations in infrastructure projects. Future research directions focus on refining LCA data acquisition and promoting a standardized knowledge base to support precision in ecological impact assessments. In conclusion, the adoption of LCA in slope treatment is imperative for aligning industry practices with global sustainability targets, emphasizing the importance of integrating uncertainty analysis and long-term impact assessments to bolster the credibility of LCA outcomes.
