Data corresponding to paper: "Investigating end-of-life allocation approaches for bituminous mixtures" by Haverkamp et al. (2025)
Countries to which the data refer | GERMANY | |
References to related material | https://doi.org/10.1080/14680629.2025.2588217 | |
Type of the data | Dataset | |
Total size of the dataset | 5079009 | |
Author | Haverkamp, Pamela | |
Author | Hartung, Felix | |
Author | Traverso, Marzia | |
Author | Lo Presti, Davide | |
Upload date | 2025-12-16T14:06:25Z | |
Publication date | 2025-12-16T14:06:25Z | |
Data of data creation | 2024-11 | |
Publication date | 2025-12-16 | |
Abstract of the dataset | This data publication contains the data related to the scientific contribution "Investigating end-of-life allocation approaches for bituminous mixtures" by Haverkamp et al. (2025) Abstract of the corresponding paper: This study examines end-of-life (EoL) allocation in Life Cycle Assessment (LCA) of bituminous mixtures, comparing four: 0:100 (EoL burdens and credits attributed to secondary material producer), EN 15804 (burden split at end-of-waste), 50:50 (burdens and credits divided equally), and Circular Footprint Formula (CFF) (allocation considering market situation). Notably, this is the first application of the CFF to bituminous mixtures. Each method is evaluated regarding recyclability, downcycling avoidance, applicability to bituminous mixtures, and loop considerations. In the case study, the 0:100 method yielded the lowest Climate Change impact (-10.7 kg CO2 eq./t), followed by EN 15804, 50:50, and CFF (65.1 kg CO2 eq./t). While 0:100 and 50:50 were the most straightforward approaches, EN 15804 and CFF were more sensitive to market conditions. Sensitivity analyses covering reclaimed asphalt content, binder availability, quality ratio, and EoL fate highlighted the importance of selecting appropriate allocation methods to ensure accurate results and support circular economy strategies. | |
Public reference to this page | https://opara.zih.tu-dresden.de/handle/123456789/1875 | |
Public reference to this page | https://doi.org/10.25532/OPARA-1029 | |
Publisher | Technische Universität Dresden | |
Licence | Attribution 4.0 International | en |
URI of the licence text | http://creativecommons.org/licenses/by/4.0/ | |
Specification of the discipline(s) | 4::45::410::410-01 | |
Title of the dataset | Data corresponding to paper: "Investigating end-of-life allocation approaches for bituminous mixtures" by Haverkamp et al. (2025) | |
Underlying research object | Stone Mastic Asphalt (SMA 11 S) | |
Software | GaBi© ts 10.6.2.9 | |
Project abstract | The mobility of people and goods is a central basis of our modern society with increasingly global and diverse networked processes. In its present form, mobility, especially with regard to road traffic, is currently confronted with global challenges (durability, safety, efficiency, ecology, costs, automation etc.) that urgently require fundamental solutions. In the planned SFB/TRR 339 (TU Dresden, RWTH Aachen), a spatially and temporally multi-dimensional, digital/virtual image (reality model in space and time) of vehicle, tires and road surface (concrete and asphalt) taking into account the road pavements (integrated multi-functionality) can be developed and researched. The reality model combines all available and relevant information about the "Road of the Future" from physical investigations and modeling as well as from informational and traffic data (sensor data, data models etc.). It enables and requires the interaction between the physical-structural and the informational-traffic design level. This interactive reality model in space and time is called the digital twin of the road system and is used in perspective to analyze, control and forecast the physical original (real road system consisting of vehicle, tires, lane, nearby street space) by means of common interfaces. The extension of the road to a high-tech platform is to be developed using the new, interdisciplinary research approach (civil engineering, computer science, society). The research approach is based on a three-stage development strategy: In Phase I, the required submodels are designed and developed. In Phase II, the partial models are combined using common, standardized interfaces and integrated into a holistic model of the road system (digital shadow), which in Phase III will allow the analysis and control of the road system with its own control components (digital twin). The aim is to achieve the vehicle's already high level of development in the same way for the road system, so that a new quality of integration of vehicles and infrastructure can also be achieved. The overriding aspects of law and sustainability shall be explicitly included in the conception and development of the digital twin of the road system from the start on. The digital twin of the road system will lead to an intelligent, gentle and sustainable use of the road infrastructure. Other expected results are groundbreaking condition forecasts, interfaces to local traffic control, the optimal synthesis of building materials and structures, interfaces to automated driving and the reduction of emissions, e.g. by minimizing traffic jam scenarios or long-lasting road infrastructure components (use of resources). | |
Funding Acknowledgement | The authors would like to acknowledge the financial support of the research project No. 453596084 - SFB/TRR 339, which has been granted by the German Research Foundation (Deutsche Forschungsgemeinschaft). | |
Public project website(s) | https://www.sfbtrr339.de | |
Project title | TRR 339: Digital twin of the road system – Physical-informational representation of the future road system |
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- This HDF5 file contains 59 EoL scenarios (see table ``Scenario Overivew`` below) stored in HDF groups. In each group, the results of the impact categories regarding the life cycle stages A1, A2, A3, EoL, and Credit are stored as HDF datasets.
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