Devido à escassez de recursos hídricos, efluentes de plantas de tratamento de águas residuárias têm sido reutilizadas ou recicladas em todo o mundo. Em algumas regiões áridas e em particular em regiões semi-áridas, o reuso de água tem sido reconhecido como um valioso recurso. Entretanto, dependendo da natureza do uso, surgem preocupações sobre potenciais riscos associados à presença de patógenos e contaminantes e a saúde humana. Uma grande variedade de contaminantes orgânicos pode estar presente nos esgotos domésticos e ser recirculado pelo ambiente. Alguns desses compostos apresentam o potencial de desregular as funções normais do sistema endócrino dos organismos e assim, causar efeitos adversos sobre a saúde humana. Entre esses compostos, incluem-se os hormônios estrógenos naturais e sintéticos. Nesse trabalho, desenvolvido na Estação Experimental de Tratamento de Águas Residuárias Urbanas do IPH/UFRGS, localizada nas dependências da ETE São João – Navegantes / DMAE / Porto Alegre / RS, foi investigada a ocorrência de hormônios naturais e sintéticos em grãos de milho cultivados por processo de irrigação por sulcos com efluentes domésticos tratados. O método analítico utilizado para quantificação dos hormônios de interesse foi a cromatografia líquida de alto desempenho (HPLC). Os resultados obtidos confirmam a presença de hormônios naturais e sintéticos no esgoto bruto e nos efluentes tratados, mas em concentrações extremamente baixas e não indicam processo de transferência ou acúmulo desses contaminantes para os grãos de milho. / Due to the scarcity of fresh water resources, effluents from wastewater treatment plants have increasingly been reclaimed and reused around the world. In some arid and semiarid regions, in particular, reclaimed water has been recognized as a valuable resource for non-potable use such as irrigating crops. However, depending on the nature of application, there is concern about potential risks associated with pathogens and organic contaminants to the environment and human health. A wide range of organic contaminants may be present in wastewater and the environment receiving it. These include natural and synthetic estrogens have the potential to disrupt the normal function (s) of endocrine systems in organisms and thus causing health effects on wildlife and humans. In the present work, developed at “Estação Experimental de Tratamento de Águas Residuárias Urbanas do IPH/UFRGS”, located on the ETE São João – Navegantes /DMAE / Porto Alegre /RS, was investigated the occurrence of natural and synthetic hormones in corn’s grain (Zea mays) cultivated by furrow irrigation of treated domestic effluents. The analytic method used for the hormones quantification was the High Performance Liquid Chromatography (HPLC). The results confirm the presence of natural and synthetic hormones on the untreated and treated effluents, although with a very low concentration and not indicated accumulation of this one to the corn’s grain.

A infraestrutura de transportes traz benefícios sociais e econômicos, porém traz também inevitáveis impactos ambientais que não podem ser negligenciados, como supressão da vegetação local e poluição atmosférica. Esses impactos ambientais podem ser quantificados e analisados pela técnica Avaliação do Ciclo de Vida (ACV), que cria a possibilidade de contemplar o aspecto ambiental na tomada de decisões e pode trazer melhor compreensão da cadeia produtiva. Na última década, é crescente a utilização dessa técnica na área de pavimentação, entretanto ainda é pouco usual no Brasil. O objetivo dessa dissertação é avaliar os impactos ambientais produzidos por duas técnicas de restauração de pavimentos asfálticos, comparando-se os resultados de ACV que observaram as fases de produção de materiais e de transportes. Dois cenários de restauração foram estudados, o primeiro considerou uma mistura asfáltica composta exclusivamente por materiais virgens (restauração convencional), e o segundo, considerou uma mistura asfáltica composta por 35% de Reciclado de Pavimento Asfáltico (RPA). As ACV foram procedidas de três maneiras distintas: (a) com o banco de dados e software alemão GaBi e o método EDIP 1997, (b) com o banco de dados da USLCI e pelo método do EDIP 1997, e (c) com software PavementLCA e o método TRACI. Os resultados obtidos a partir dos três diferentes procedimentos indicaram que a restauração com RPA apresentou redução dos impactos ambientais potencias quando comparada com a restauração convencional. Observou-se também que, para a maioria das análises, a atividade que mais contribuiu para os impactos das duas estratégias de restauração foi a de produção dos materiais. A análise de sensibilidade dos resultados obtidos com o GaBi e com o USLCI mostrou diferenças consideráveis, causadas pelas diferentes fontes de dados. Apesar de ser uma técnica em crescimento, a ACV ainda apresenta limitações quando aplicada a pavimentos, sobretudo, pela complexidade de seu ciclo de vida e pelas incertezas que envolvem sua elaboração, assim, estudos sobre ACV devem continuar, a fim de padronizar a técnica para a área e, com o tempo, obter resultados cada vez mais precisos. / Transportation infrastructure brings social and economic benefits, but it also brings unavoidable environmental impacts that can not be neglected, such as suppression of local vegetation and air pollution. These environmental impacts can be quantified and analyzed by the Life Cycle Assessment (LCA) technique, which creates the possibility of contemplating the environmental aspect in decision making and can provide a better understanding of the production chain. In the last decade, the use of this technique in the area of pavement is increasing, although not very usual in Brazil. The goal of this thesis is to analyze the environmental impacts produced by two asphalt pavement rehabilitation techniques, comparing the LCA results of material production and transportation phases. Two rehabilitation scenarios were studied, the first one considering an asphalt mixture composed exclusively by raw materials (conventional rehabilitation), and the second one considered an asphalt mixture composed by 35% of Reclaimed Asphalt Pavement (RAP). The LCA was done in three different ways: (a) with the German database and software GaBi and the EDIP 1997 method, (b) with the USLCI database and the EDIP 1997 method, and (c) with PavementLCA software and the TRACI method. The results obtained from the three different procedures indicated that the rehabilitation with RPA showed reduction of the potential environmental impacts when compared with the conventional rehabilitation. It was also observed that for the majority of the analysis, the activity that contributed the most to the impacts of the two rehabilitation strategies was the material production one. The sensitivity analysis of the results obtained with GaBi and with USLCI showed considerable differences in their values, caused by the different data sources. Although it is a growing technique, LCA still presents limitations when applied to pavements, mainly due to the complexity of its life cycle and the uncertainties involved in its elaboration, so studies about LCA should continue with the aim of standardizing the technique for the area and, over time, achieve increasingly more accurate results.

京都大学 / 0048 / 新制・課程博士 / 博士(工学) / 甲第22157号 / 工博第4661号 / 新制||工||1727(附属図書館) / 京都大学大学院工学研究科都市社会工学専攻 / (主査)教授 三村 衛, 教授 大津 宏康, 准教授 肥後 陽介 / 学位規則第4条第1項該当 / Doctor of Philosophy (Engineering) / Kyoto University / DGAM

The aim of this thesis is to introduce innovations and trends in the construction of flexible pavement layers, which are used abroad. The paper is focused on some surfaces, which help to reduce noise pollution from traffic, and binders, which are based on natural ingredients called bioasphalt. It provides an information summary of increasing share of reclaimed asphalt in bituminous mixtures and introduces possible procedures that could lead to an increase in pavement life.

The subject of this Ing. thesis is asphalt mixture with increasing RAP (Reclaimed Asphalt Pavement). The theoretical part defines the terms of recycling and RAP and types of recycling. The practical part is devoted to the production and testing of asphalt mixtures with different volume RAP. The proposed asphalt mixture is asphalt concrete for base layer ACP22 +. Content of RAP in mixtures is 0%, 30%, 50% and 70%. As a special additive to soften the asphalt from RAP is used ingredient STORFLUX. For each mixture are established modulus stiffness of asphalt mixture and determined fatigue characteristics of asphalt mixture. The identified properties are compared for the different representation of RAP.

The theoretical part of the diploma thesis recapitulates the existing literature in the field of recycling asphalt mixtures with a higher content of RAP (Reclaimed asphalt pavement). The practical part of the diploma thesis examines changes in the properties of asphalt mixtures with a higher content of RAP, due to changes in mixing time. Five mixtures have been proposed for this research. It is an asphalt mixture intended for the road abrasive layer (ACO 11+). Reference mixture "A" without RAP, with a standard mixing time of 25 seconds. Mixture "B" with 40% RAP, without rejuvenator, with an extended mixing time of 40 seconds. Mixture "C" with 40% RAP, with rejuvenator and standard mixing time. Mixture "D" with 40% RAP with rejuvenator and extended mixing time of 40 seconds. Mixture "E" with 40% RAP, with rejuvenator and extended mixing time of 55 seconds.

No description available.

Over the past decades, several new technologies/materials (such as WMA, RAP, rubber, polymers, bio-binders…etc.) were incorporated into asphalt mixtures. However, current mix-design specifications evaluate all mixtures containing these different additives/technologies based on volumetric. Further, RAP incorporation in asphalt mixtures is still limited, and the influence of lowered production temperatures on RAP contribution in RAP-WMA mixtures is understudied. To tackle these issues, this study presents a comprehensive evaluation of the effect of production factors ( RAP content and source, binder grade, and production temperatures) on the effective binder in WMA-RAP mixtures, and the role of the effective binder in controlling mixture performance.The experimental program included evaluation of the compaction, cracking, and rutting performance of WMA-RAP mixtures produced with a different combination of the production factors. The Semi-Circular Bend (SCB) test at intermediate temperatures was used for cracking evaluation, while the Indirect Tension Test at High Temperatures (IDT-HT) was used for rutting evaluation. Further, the study included rheological characterization of extracted binder from the mixtures to investigate the role of the effective binder on cracking performance. The results showed that the effective binder properties are changed significantly with changes in the production factors, as measured by the extracted binder rheological properties. Also, the properties of the effective binder showed a direct control of the mixture performance as measured by the IDT-HT strength and the flexibility index obtained from the SCB test. Binder selection limits were developed for lab-produced WMA-RAP mixtures based on the Glover-Rowe parameter. Finally, a validation study was conducted using data from four different projects, including a field project in Texas, FHWA’s accelerated loading facility, a laboratory mixture study in Wisconsin, and a New Hampshire DOT study to confirm the refine the findings of this study. / Civil Engineering

Recently, Sustainable engineering has become a necessity due to the limited availability of virgin materials, environmental concerns, and the lack of economic resources. According to the United Nations, "Sustainable engineering is the process of using resources in a way that does not compromise the environment or deplete the materials for future generations." However, developing cost-efficient and long-term road infrastructure has always been a challenge. Therefore, novel solutions are required to extend the pavement life cycle and minimize raw materials utilization to overcome this challenge. This research focuses on integrating the waste material to produce rheological engineered asphalt mixtures as pavement material. This study utilized three wastes, which are Off-spec fly ash (OFA), Reclaimed Asphalt Pavement (RAP), and finally, a bio-oil extracted from Spent Coffee Ground (SCG). OFA is a viable source for recycling due to the quantities produced yearly and deposited in landfills. For many years fly ash has been effectively used as a partial replacement for Portland cement in producing different types of concrete, embankments, and soil stabilization. Most of the underutilized fly ash is Off-Spec. That was the motive behind adopting the OFA in this study. This study aims to investigate the fly ash's interaction with the asphalt binder as an additive rather than a filler. Few studies evaluated this hypothesis regarding fly ash as an additive. Moreover, this research's novelty comes as there is a lack of research evaluating the fly ash-asphalt physio-chemical interaction. RAP utilization in roads infrastructure became a current state of practice. Most state Departments of Transportation (DOTs) have been using RAP at a composition average of about 20% of the mix by mass. This study focuses on maximizing the utilization of the RAP content through using a bio-oil extracted from the SCG as a new promising rejuvenator. Spent coffee ground is not well recycled, and almost six million tons are sent to landfills every year. This waste was found to release methane into the atmosphere; methane is the second-most abundant greenhouse gas and has a global warming potential up to 86 times greater than CO2, which is highly harmful to the environment. In this study, the overreaching goal is to develop a green, innovative, and sustainable approach by recycling three different types of wastes (OFA, RAP, and SCGO) to achieve high-performance asphalt pavements. In addition, this study documents the science-based approach to successfully integrating these wastes as substitutes to the asphalt binder. Results show that some OFAs are associated with improved rheological performance, damage healing, and cracking resistance as an asphalt binder additive. The improvement is attributed to the level of interaction between the binder and the physical and chemical characteristics of the OFA. The use of rejuvenators further improved the aging resistance of the ash blends, suggesting high potential synergy, especially the proposed SCGO rejuvenator, which promotes utilizing it as a promising eco-friendly rejuvenator in the asphalt pavement industry. After engineering a product built by OFA and rejuvenators, these results have been validated by mixtures’ scale testing. 62% optimum RAP content is suggested to be utilized with an 11% dosage of the proposed SCGO rejuvenator as binder replacement. For the new engineered OFA/rejuvenators products, a 30% optimum RAP content is suggested to be used. Finally, Life Cycle Assessment (LCA) is conducted to evaluate the environmental potential of utilizing multi recycled materials in the Hot Mix Asphalt (HMA) industry. The results show a reduction in environmental impacts with RAP utilization and the new eco-friendly products (OFA and SCGO rejuvenator). Shifting HMA plant fuel to natural gas instead of Heavy Fuel Oil (HFO) offers considerable potential environmental benefits. Adopting the Ultrasonic Assisted-oil Extraction (UAE) as SCGO rejuvenator extraction method showed less energy and solvent consumption than the Soxhlet extraction, resulting in less environmental impacts. / Civil Engineering

Reuse of reclaimed asphalt pavement (RAP) in the full-depth recycling (FDR) process is a cost-effective and environmentally responsible method of asphalt pavement reconstruction. Although FDR has been used for several years in some locations, the effect of RAP on the mechanical properties of recycled base materials has not been well documented. The purpose of this research was to investigate the influence of RAP on the mechanical properties of recycled base materials typical of northern Utah. Two sources of RAP, two sources of base, and RAP contents of 0, 25, 50, 75, and 100 percent were utilized in a full-factorial experimental design with three replicates of each unique combination. Testing procedures consisted of material classifications, compaction tests, and evaluations of strength, stiffness, and moisture susceptibility of each material blend. The California bearing ratio (CBR) test was used to measure strength, the free-free resonant column test was used to measure stiffness, and the tube suction test (TST) was used to measure moisture susceptibility. Once all the testing was completed, a fixed effects analysis of variance (ANOVA) was performed on each of the test results, or dependent variables. The independent variables were RAP content, RAP type, and base type, together with all their interactions. Results of the ANOVA were used to quantify the effects of RAP on the mechanical properties of the base materials. The data indicate that CBR values decrease as RAP content increases, with the greatest percentage reduction occurring with the addition of 25 percent RAP. For stiffness testing at the optimum moisture content determined for each blend, the general trend was a decrease in stiffness from 0 percent RAP to 25 percent RAP, followed by a steady increase in stiffness as the RAP content was increased from 25 to 100 percent. Following a 72-hr drying period at 140ºF, however, the general trend reversed; an increase in stiffness occurred as the RAP content was increased from 0 to 25 percent, and a steady decrease in stiffness was observed for RAP contents above 25 percent. The TST data suggest that additions of 25 and 50 percent RAP actually increase the moisture susceptibility of the recycled material compared to the neat base, although the blended material tested in this study was classified as non-moisture-susceptible when the RAP content was 75 percent or higher. Because of the marked impact of RAP content on the mechanical properties of recycled base materials, engineers should accurately determine asphalt layer thicknesses prior to pavement reconstruction and carefully determine the optimum blending depth for each project. While asphalt milling or base overlays may be required in some locations to avoid excessively high RAP contents, reduced blending depths may be warranted in other areas to prevent the use of low RAP contents. In summary, while the use of RAP in the FDR process is environmentally responsible and offers potentially significant cost savings, thicker pavement base layers, base stabilization, or both may be required in many instances to ensure adequate long-term pavement performance.