KASAMPALIS_

Sensitivity analysis of different financial and logistics schemes using rubberized asphalt on

road construction

15th Panhellenic Logistics Conference ROADTIRE

T. Kasampalis, G. Perkoulidis, A. Karagiannidis, S. Mavridou, E. Iakovou

Introduction (1/2)� Tire is a complex and high-tech safety product representing a century of manufacturing innovation, which is still on-going.

�Comprises of many materials from the very best that the metallurgical, textile and chemical industries can produce.

�The technologies utilized to recycle the materials defined range from:

�the simplest mechanical devices,

�to sophisticated and complex multi-step mechano-chemical and

�thermal treatments.

�Many of the technologies are flexible and adaptable to different environments.


Introduction (2/2)Rubberized asphalt mixture consists of:

� Aggregates

�Fine aggregates (nominal size 2,36mm- 4,75mm)

�Coarse aggregates (nominal size 4,75mm-90mm)

�Bitumen: is a civil engineering construction material manufactured from crude oil through a series of distillation processes undertaken during the refining of petroleum. The principle use of bitumen is as a binder in the road construction industry where it is mixed with graded aggregate to produce asphalt.

� Tire rubber granules


Hellenic collective alternative management system for EOL tires (1/3)

� In July 2004, a collective system of alternative management of used tires (Ecoelastika S.A.) was given permit and started its operation since 2005, resulting in the so far only certified Hellenic system for the management of EOL Tires.

� Includes:

� the collection of used tires from various collection points throughout the country,

� temporary warehousing (stockpiling) and

� transportation to processing and recovery plants.

� During 2010 Ecoelastika S.A. has managed 41,500 t of EOL tires, where the 16.0% have been used as energy recovery in cement kilns and 64.3% have been processed for the production of shreds, granules or powder.



� Final recovery is conducted in an environmentally acceptable manner in certified facilities.

� Since July 2003, disposing whole used tires in landfills has been banned in Greece and in July 2006 the disposal of tire shreds was banned as well.


Conventional asphalt logistics network


� An emulsion is a dispersion of small droplets of one liquid in another liquid.

� Asphalt emulsions provide a alternative approach in which the bitumen is liquefied by dispersing in water. Emulsions can be used with cold and wet aggregates, the final strength of the road material develops as the emulsions ‘sets’ (reverts to a continuous bitumen phase) and water is lost.

Rubberized asphalt logistics network


Hot asphalt mixturesA composite material commonly used in

construction projects such as road surfaces, airports and parking lots. It consists of asphalt (used as a binder) and mineral aggregates mixed together, then laid down in layers and compacted.

Cold asphalt emulsion mixturesA mixture of aggregates and asphalt emulsion that is

mixed at room temperature

Asphalt mixtures are divided into

Road construction supply chain network (1/6)




The maximum supply distance was ranged from 72 km to 1.4 km



The maximum supply distance was ranged from 121km to 0.2 km



The maximum supply distance was ranged from 205km to 23 km



The maximum supply distance was ranged from 224km to 1 km

Sensitivity analysis of construction cost (1/6)

� Z1 = Q * (CA + CAT * X1) + Q * (CB + CBT * 2) + CmixConventional asphalt mixture



� Z2 = QC * (CC + CCT * X1) + QD * (CD + CDT * 2) + QE * (CE+ CET * 3) + Cmix + (Cmix )2Rubberized asphalt mixture with crumb rubber



� For conventional asphalt with 95% by weight of raw material and 5% by weight of asphalt: Z1 = 40,5 €/t.

�For rubberised asphalt with 95% by weight of raw material, 4,5% by weight of asphalt, 0,5% by weight of crumb rubber: Z2 = 51,18 €/t.15th Panhellenic Logistics Conference ROADTIRE


� The distance between EOL tire processing unit and producer of rubberised asphalt did not significantly raise the cost of rubberised asphalt production.

� The transportation of crumb rubber from processing unit to producer of rubberised asphalt increase the cost of rubberised asphalt only for 0.02%.



� As far as the increase of rubberised asphalt price due to the different cost values of crumb rubber, sensitivity analysis shown that the increase in the worst case (200 €/t) was 1.94%.

�Thus, it was proven that the crumb rubber cost does not preclude the utilization of EOL tires in road construction in Greece.



� As far as the effect of asphalt cost to the production of modified asphalt is concerned, sensitivity analysis shown that modified asphalt cost is directly associated with crude oil prices.

� Asphalt is the most expensive material for modified asphalt production (478.59 €/t).


Conclusions (1/2)� EOL tires represent a serious disposal and environmental problem, which can cause several human health hazards.

� Rubber-modified asphalt is still nationally unexplored area with many promising advantages.

� Considering that all processing units’ of used tires are modern, with large capacities, many prefectural agreements can be promoted to better serve producers of bituminous mixtures.

� The distribution of processing units covers the biggest part of Greece with maximum distance around 224 km and average distance to be approximately 70.5 km.

� The linear model illustrates that both the supply chain network and the purchase cost of the tire chips are playing little role of the overall cost of the modified asphalt.

� The contribution of transport of modified asphalt takes part around 0.09% of the final product price, while the cost of tire chips take part only 1% to 1.5%.

� Taking into account the participation of bitumen (40% to 60%), which is almost five times more expensive, the cost of tire chips does not affect the cost of the final mixture.

� For the rubberized asphalt road, the environmental impacts of the construction phase and the maintenance phase become 10 % less than for conventional asphalt.


Conclusions (2/2)

� Rubberized asphalt is a good practice, since:

�it is a less expensive application when used as a thin top course over failed pavement that would otherwise need replacement;

�it is less expensive to maintain per lane-kilometre (lane-mile) in years 6 through 15 of pavement life over conventional pavements, and the same in years 1 through 5;

�it reduces noise as opposed to concrete pavements, and also is quieter than bituminous pavements; rubber bitumen makes urban environments more habitable;

�it improves wet surface traffic safety;

�it is a beneficial use for post-consumer waste tire materials, using huge amount of them per lane- kilometre (about 621 waste passenger tires per lane-kilometre).

�other advantages include increased traffic safety due to a better deicing property, as well as increased skid resistance.

� The first reactions towards opening a rubberised asphalt market were almost enthusiastic.


PILOT APPLICATION IN LAMIA (1/4)Phase I: Vasilikon Street

Preparation actions concerning the removal of old surface asphalt layer took place in Vasilikon street (a heavy traffic road-part of

National Road of Athens-Lamia-Karpenisi, Greece)

Removal of old surface asphalt layer, Lamia, Greece

PILOT APPLICATION IN LAMIA(2/4)Phase I: Vasilikon Street

Laying and compaction of the new layer, Lamia, Greece

PILOT APPLICATION IN LAMIA(3/4)Phase I: Vasilikon Street

PILOT APPLICATION IN LAMIA(4/4)Phase II: Ypsilandou Street

Thank you!Please visit ROADTIRE

www.roadtire.eu

For more information: Assoc Prof. Avraam Karagiannidis, �el.: +30-2310-994165, e-mail: [email protected] Kasampalis, Tel.: +30-2310-994167, e-mail: [email protected]


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