Carbon footprint of road pavement rehabilitation: case study at KM 99.6 to KM 103.0 in Southbound along Sungai Petani Utara to Sungai Petani Selatan section N2, north-south expressway

Several challenges are facing the development of the industrial sector as a response to resource depletion, environment degradation, and climate change. These phenomena result from substantial carbon dioxide (CO₂) emission and increased carbon footprint. The transportation infrastructure sector cons...

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Format:	Thesis
Language:	English
Subjects:	Pavements Greenhouse gases Highway engineering
Online Access:	http://dspace.unimap.edu.my:80/xmlui/bitstream/123456789/78789/1/Page%201-24.pdf http://dspace.unimap.edu.my:80/xmlui/bitstream/123456789/78789/2/Full%20text.pdf http://dspace.unimap.edu.my:80/xmlui/bitstream/123456789/78789/3/Zainab%20Ali%20Hulail.pdf
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spelling	my-unimap-787892023-05-23T03:49:49Z Carbon footprint of road pavement rehabilitation: case study at KM 99.6 to KM 103.0 in Southbound along Sungai Petani Utara to Sungai Petani Selatan section N2, north-south expressway Afizah, Ayob, Dr. Several challenges are facing the development of the industrial sector as a response to resource depletion, environment degradation, and climate change. These phenomena result from substantial carbon dioxide (CO₂) emission and increased carbon footprint. The transportation infrastructure sector consumes a large amount of energy and draws upon natural resources, and carbon footprint can be used to measure the amount of CO₂ from road, highway, or an overpass exerts on earth. CO₂ emissions comprise 95% of the total greenhouse gas (GHG) emissions. A carbon footprint is made up of two parts. The primary footprint is a measure of direct emissions, and the secondary footprint is a measure of indirect emissions from the entire life cycle of products. This research identifies and determines the amount of total carbon footprints of fuel used by machineries and quantity of materials used in the pavement rehabilitation of the PLUS Malaysia Berhad at highway site from Sungai Petani Utara to Sungai Petani Selatan km 99.60 – km 103.00 in the state of Kedah, Malaysia. The data for the research are collected from relevant site engineers through interviews and daily logbooks containing records of material and machinery used in pavement rehabilitation. This research adopts the life cycle assessment approach for evaluating the impact of carbon emission using the materials and machineries utilized in pavement rehabilitation. Results reveal that carbon footprints from materials come from quarry dust material, which emits the highest CO₂ producing 3247.91 tons of CO₂e, followed by cement, stone aggregate, and bitumen emit 251.15, 130.74, and 0.11 tons of CO₂e respectively. The dense bitumen macadam (DBM) layer emits the highest carbon footprint, accounting for 45% of carbon footprint emissions, followed by the asphaltic concrete wearing course (ACWC) layer, and asphaltic concrete binder course (ACBC) layer at CO₂ 28% and 27% respectively. Milling machinery emits the highest carbon footprint producing 478.14 tons fossil of CO₂e due to the highest engine capacity of 448.8 kW/h followed by the lorry DBM, lorry ACWC, and lorry dump truck at 459.47, 352.50, 314.64 tons fossil of CO₂e, respectively. The highest carbon footprint emissions are also observed from milling work task, accounting for 38% of total carbon emissions followed by the tasks in DBM, ACWC, and ACBC layers at 27%, 21% and 14% of CO₂ emission, respectively. The premix cutter machinery emits the lowest carbon footprint emission producing 2.64 tons fossil of CO₂e because of engine capacity is 9.5 kW/h, which is the lowest among the machineries. In the long run, these data contribute to improve methods for implementing policies that monitor and mitigate GHG emissions. As a contribution, the findings of this research are expected to assist contractors, town planners, academics, and policy makers in this field to lessen the carbon footprints in the road infrastructure system in Malaysia Universiti Malaysia Perlis (UniMAP) Thesis en http://dspace.unimap.edu.my:80/xmlui/handle/123456789/78789 http://dspace.unimap.edu.my:80/xmlui/bitstream/123456789/78789/4/license.txt 8a4605be74aa9ea9d79846c1fba20a33 http://dspace.unimap.edu.my:80/xmlui/bitstream/123456789/78789/1/Page%201-24.pdf 3fe966f740c9626883bbe5930f0f9b6e http://dspace.unimap.edu.my:80/xmlui/bitstream/123456789/78789/2/Full%20text.pdf 275aedded8c1d8994b6341b343a82f86 http://dspace.unimap.edu.my:80/xmlui/bitstream/123456789/78789/3/Zainab%20Ali%20Hulail.pdf 35e75065916eaf5e66e98f042a05a6b1 Universiti Malaysia Perlis (UniMAP) Pavements Pavements, Asphalt Pavements, Bituminous Pavements, Concrete Greenhouse gases Highway engineering School of Environmental Engineering
institution	Universiti Malaysia Perlis
collection	UniMAP Institutional Repository
language	English
advisor	Afizah, Ayob, Dr.
topic	Pavements Pavements Pavements Pavements Greenhouse gases Highway engineering
spellingShingle	Pavements Pavements Pavements Pavements Greenhouse gases Highway engineering Carbon footprint of road pavement rehabilitation: case study at KM 99.6 to KM 103.0 in Southbound along Sungai Petani Utara to Sungai Petani Selatan section N2, north-south expressway
description	Several challenges are facing the development of the industrial sector as a response to resource depletion, environment degradation, and climate change. These phenomena result from substantial carbon dioxide (CO₂) emission and increased carbon footprint. The transportation infrastructure sector consumes a large amount of energy and draws upon natural resources, and carbon footprint can be used to measure the amount of CO₂ from road, highway, or an overpass exerts on earth. CO₂ emissions comprise 95% of the total greenhouse gas (GHG) emissions. A carbon footprint is made up of two parts. The primary footprint is a measure of direct emissions, and the secondary footprint is a measure of indirect emissions from the entire life cycle of products. This research identifies and determines the amount of total carbon footprints of fuel used by machineries and quantity of materials used in the pavement rehabilitation of the PLUS Malaysia Berhad at highway site from Sungai Petani Utara to Sungai Petani Selatan km 99.60 – km 103.00 in the state of Kedah, Malaysia. The data for the research are collected from relevant site engineers through interviews and daily logbooks containing records of material and machinery used in pavement rehabilitation. This research adopts the life cycle assessment approach for evaluating the impact of carbon emission using the materials and machineries utilized in pavement rehabilitation. Results reveal that carbon footprints from materials come from quarry dust material, which emits the highest CO₂ producing 3247.91 tons of CO₂e, followed by cement, stone aggregate, and bitumen emit 251.15, 130.74, and 0.11 tons of CO₂e respectively. The dense bitumen macadam (DBM) layer emits the highest carbon footprint, accounting for 45% of carbon footprint emissions, followed by the asphaltic concrete wearing course (ACWC) layer, and asphaltic concrete binder course (ACBC) layer at CO₂ 28% and 27% respectively. Milling machinery emits the highest carbon footprint producing 478.14 tons fossil of CO₂e due to the highest engine capacity of 448.8 kW/h followed by the lorry DBM, lorry ACWC, and lorry dump truck at 459.47, 352.50, 314.64 tons fossil of CO₂e, respectively. The highest carbon footprint emissions are also observed from milling work task, accounting for 38% of total carbon emissions followed by the tasks in DBM, ACWC, and ACBC layers at 27%, 21% and 14% of CO₂ emission, respectively. The premix cutter machinery emits the lowest carbon footprint emission producing 2.64 tons fossil of CO₂e because of engine capacity is 9.5 kW/h, which is the lowest among the machineries. In the long run, these data contribute to improve methods for implementing policies that monitor and mitigate GHG emissions. As a contribution, the findings of this research are expected to assist contractors, town planners, academics, and policy makers in this field to lessen the carbon footprints in the road infrastructure system in Malaysia
format	Thesis
title	Carbon footprint of road pavement rehabilitation: case study at KM 99.6 to KM 103.0 in Southbound along Sungai Petani Utara to Sungai Petani Selatan section N2, north-south expressway
title_short	Carbon footprint of road pavement rehabilitation: case study at KM 99.6 to KM 103.0 in Southbound along Sungai Petani Utara to Sungai Petani Selatan section N2, north-south expressway
title_full	Carbon footprint of road pavement rehabilitation: case study at KM 99.6 to KM 103.0 in Southbound along Sungai Petani Utara to Sungai Petani Selatan section N2, north-south expressway
title_fullStr	Carbon footprint of road pavement rehabilitation: case study at KM 99.6 to KM 103.0 in Southbound along Sungai Petani Utara to Sungai Petani Selatan section N2, north-south expressway
title_full_unstemmed	Carbon footprint of road pavement rehabilitation: case study at KM 99.6 to KM 103.0 in Southbound along Sungai Petani Utara to Sungai Petani Selatan section N2, north-south expressway
title_sort	carbon footprint of road pavement rehabilitation: case study at km 99.6 to km 103.0 in southbound along sungai petani utara to sungai petani selatan section n2, north-south expressway
granting_institution	Universiti Malaysia Perlis (UniMAP)
granting_department	School of Environmental Engineering
url	http://dspace.unimap.edu.my:80/xmlui/bitstream/123456789/78789/1/Page%201-24.pdf http://dspace.unimap.edu.my:80/xmlui/bitstream/123456789/78789/2/Full%20text.pdf http://dspace.unimap.edu.my:80/xmlui/bitstream/123456789/78789/3/Zainab%20Ali%20Hulail.pdf
_version_	1776104288991313920

Carbon footprint of road pavement rehabilitation: case study at KM 99.6 to KM 103.0 in Southbound along Sungai Petani Utara to Sungai Petani Selatan section N2, north-south expressway

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