アスファルトコンクリートの炭素排出メカニズムと影響要因に関するレビュー

Unofficial AI-generated summary based on the public title and abstract. Not an official translation.

🔬研究者:舗装LCAの方法論と排出要因の体系的理解に有用。

🏢実務担当者:低炭素舗装技術の選定とコスト評価に活用可能。

🏛政策担当者:インフラの炭素排出削減政策の参考になる。

The whole pavement life cycle is divided into five phases: raw material production, construction, service use, maintenance and rehabilitation, and end-of-life (EOL). Distinct system boundary definitions (cradle to gate, cradle to site, cradle to grave) are clearly distinguished, and two categories of vehicle-related emissions are strictly differentiated: baseline vehicle operation emissions (excluded) and pavement-induced incremental emissions (included only for full cradle-to-grave accounting). According to cited highway pavement inventory data (functional unit: 1 m2 full cross-section composite pavement, cradle-to-gate material-only boundary), cement-related materials account for merely 4.7% of total structural material mass yet contribute over 84.5% of material-phase carbon emissions, while asphalt mixture construction emissions generally make up less than 10% of mixing-stage outputs. In the use phase, pavement deformation, rolling resistance elevation and surface texture loss trigger extra vehicle fuel consumption and associated greenhouse gas increments. Maintenance-stage emissions stem from repair material manufacturing, on-site machinery operation and traffic congestion delays during lane closure; milling, transportation and recycling dominate EOL carbon outputs. This review further classifies all emissions into direct engineering emissions and pavement-derived indirect emissions, compares carbon performance and service-life extension effects of eight mainstream maintenance strategies, and thoroughly decomposes milling, stockpiling, haulage and recycling links of waste asphalt, alongside multiple environmental burden allocation methods for reclaimed asphalt pavement (RAP). A full spectrum of green low-carbon technologies is summarized, including biochar bio-materials, RAP, crumb rubber, industrial byproducts, warm-mix asphalt (WMA), cold recycling and CCUS negative-carbon materials. We also balance their emission reduction benefits against potential deterioration risks to rutting resistance, fatigue life and moisture stability. Combined with a life-cycle cost assessment (LCCA), this study analyzes cost-emission trade-offs of all technical routes, and deeply discusses multi-source uncertainty, sensitive input parameters and universal methodological limitations of pavement LCA. Core takeaways indicate that raw material production and long-term service use are the two dominant carbon emission stages; a medium RAP-WMA combination and cold in-place recycling represent the most economically and environmentally balanced mitigation solutions. Major research gaps and targeted future research directions are proposed, providing standardized theoretical support and dual environmental–economic decision references for low-carbon asphalt pavement design and full-life carbon accounting.

• semanticscholar https://doi.org/10.3390/buildings16163268first seen 2026-08-20 05:18:18 · last seen 2026-09-22 05:12:17