【Research on Application Technology of Low-carbon Construction in The Whole Life Cycle of Mountain Expressways】
（河南金途科技集團(tuán)股份有限公司，河南 鄭州 450000）
摘要：為系統(tǒng)推進(jìn)高速公路低碳建設(shè)應(yīng)用，本文圍繞山區(qū)高速公路建設(shè)項(xiàng)目的技術(shù)特點(diǎn)和需求，按照“緊扣工程特點(diǎn)、貼近建設(shè)需求、突出低碳技術(shù)”的總體思路，深入貫徹《關(guān)于做好交通運(yùn)輸部科技示范工程有關(guān)工作的通知》要求，圍繞“算碳、降碳、補(bǔ)能、匯碳”四個(gè)維度，以全生命周期角度對(duì)山區(qū)高速公路建設(shè)提出相應(yīng)建議，規(guī)劃實(shí)施降碳成果推廣應(yīng)用。
關(guān)鍵詞：山區(qū)高速公路；全生命周期；綠色低碳；補(bǔ)能；算碳；降碳
0 引言
面對(duì)全球性生態(tài)環(huán)境惡化、氣候變化、能源資源短缺帶來(lái)的嚴(yán)峻挑戰(zhàn)，加快轉(zhuǎn)變交通運(yùn)輸發(fā)展建設(shè)技術(shù)模式創(chuàng)新，是當(dāng)前的迫切需求。公路工程的節(jié)能，是交通運(yùn)輸行業(yè)節(jié)能降耗的重要環(huán)節(jié)，是實(shí)現(xiàn)綠色交通發(fā)展的重要領(lǐng)域。因此，綠色公路建設(shè)過(guò)程中，應(yīng)從降低能耗的角度優(yōu)化公路工程的設(shè)計(jì)和施工，減少公路工程全壽命周期內(nèi)的能源消耗。
1 公路全生命周期低碳建設(shè)路徑
全方位踐行全生命周期低碳建設(shè)理念，構(gòu)建”算碳、降碳、補(bǔ)能、匯碳“四個(gè)維度考評(píng)指標(biāo)，從多個(gè)維度支撐相關(guān)戰(zhàn)略實(shí)施，結(jié)合工程實(shí)際情況謀劃低碳建設(shè)路徑，針對(duì)公路建設(shè)過(guò)程機(jī)械設(shè)備、主要建材選用、關(guān)鍵技術(shù)工藝等全過(guò)程的碳排放，廣泛調(diào)研國(guó)內(nèi)外碳排放評(píng)價(jià)方法；針對(duì)植被恢復(fù)與景觀綠化，廣泛分析、借鑒并篩選適用于公路綠化的碳匯分析方法；針對(duì)路基路面施工期能耗大、污染排放高及運(yùn)營(yíng)期開(kāi)裂、車轍等公路工程建設(shè)中的代表性疑難問(wèn)題，通過(guò)高性能材料、設(shè)備與耐久、長(zhǎng)壽命工藝等節(jié)約低碳技術(shù)與品質(zhì)工程技術(shù)相融合，圍繞零碳服務(wù)區(qū)建設(shè)、隧道綠色爆破技術(shù)等單項(xiàng)工程的低碳建造，創(chuàng)新施工工藝。同時(shí)，結(jié)合過(guò)程中低碳評(píng)價(jià)對(duì)材料、工藝選擇優(yōu)化，能源替代優(yōu)化、生態(tài)修復(fù)景觀綠化植物選擇與搭配優(yōu)化，促進(jìn)技術(shù)應(yīng)用創(chuàng)新。詳細(xì)路徑如圖1所示。
2 量化低碳評(píng)價(jià)方法
2.1 全生命周期碳排放核算與評(píng)價(jià)
基于生命周期評(píng)價(jià)理論，通過(guò)分析典型高速公路路段主要碳排放來(lái)源，針對(duì)河南省公路基礎(chǔ)設(shè)施建設(shè)碳排放核算體系、低碳技術(shù)評(píng)價(jià)方法不明，以及項(xiàng)目全過(guò)程高耗能、高排放的底數(shù)不清等問(wèn)題，研究提出覆蓋公路規(guī)劃設(shè)計(jì)、招投標(biāo)、施工、竣工驗(yàn)收全過(guò)程的低碳管理對(duì)策和建造技術(shù)，提出高速公路建設(shè)全過(guò)程碳排放量核算模型，建立高速公路全生命周期碳排放量核算與評(píng)價(jià)方法，如圖2所示，實(shí)現(xiàn)對(duì)項(xiàng)目節(jié)能降碳效果評(píng)價(jià)，為支撐高速公路節(jié)能降碳水平的評(píng)價(jià)與管理提供技術(shù)與理論依據(jù)。
2.2 高速公路路域植被碳匯能力測(cè)算與提升技術(shù)
在碳匯技術(shù)應(yīng)用的基礎(chǔ)上，借鑒國(guó)內(nèi)外林業(yè)部門(mén)研究成果，結(jié)合公路工程實(shí)踐，通過(guò)路域固碳植物配置、路域碳匯管理與提升等核心技術(shù)，提出高速公路路域碳匯理念，開(kāi)展路域植被碳匯能力測(cè)算與提升技術(shù)應(yīng)用，包括植被碳匯能力評(píng)價(jià)、碳匯能力測(cè)算及植被碳匯提升等，為建設(shè)期及運(yùn)營(yíng)期工程的植被恢復(fù)管理提供參考，為綠化工程中目標(biāo)群落配置與植物選擇提供優(yōu)化方案。利用互通區(qū)、邊坡、中分帶等區(qū)域，優(yōu)化綠化物種選擇搭配，優(yōu)化邊坡防護(hù)型式，推廣生態(tài)邊坡防護(hù)技術(shù)，不僅可以節(jié)約工程造價(jià)，提高路域碳匯能力，該技術(shù)還可提升路域植被碳匯能力約15%，植被共可固碳約200噸。
3 低碳公路建設(shè)應(yīng)用技術(shù)措施
高速公路碳排放源包括資源占用、材料使用和能源消耗三個(gè)方面，分為高速公路在建設(shè)、運(yùn)營(yíng)、養(yǎng)護(hù)全壽命周期內(nèi)直接排放二氧化碳的內(nèi)源性碳排放和所消耗的鋼材、水泥、瀝青、電纜、燃油等各類材料在外部工業(yè)系統(tǒng)生產(chǎn)中已經(jīng)排放二氧化碳的外源性碳排放兩大類。因此，高速公路減碳路徑主要有以下技術(shù)應(yīng)用。
3.1 全生命周期低碳路基路面建造
3.1.1 百年品質(zhì)工程高性能路基建造技術(shù)
項(xiàng)目地形地貌與地質(zhì)狀況復(fù)雜，山區(qū)公路雨水易匯集，路基高差大，易導(dǎo)致路基差異沉降大，易引起路基路面開(kāi)裂。通過(guò)采用百年品質(zhì)工程高性能路基建造技術(shù)，完善百年品質(zhì)工程高性能路基的技術(shù)指標(biāo)體系、控制標(biāo)準(zhǔn)與具體技術(shù)措施，優(yōu)化路基填料、施工工藝與機(jī)械設(shè)備組合，提高路基性能指標(biāo)，確保路基的整體穩(wěn)定、控制工后沉降、保障路基強(qiáng)度與耐久性，減少高耗能材料的使用，降低后期養(yǎng)護(hù)費(fèi)用，大幅降低碳排放，降低全壽命周期成本。
3.1.2 超大粒徑長(zhǎng)壽命瀝青路面研究與工程應(yīng)用技術(shù)
針對(duì)高速公路路面半剛性基層開(kāi)裂問(wèn)題，開(kāi)展超大粒徑LSAM-50柔性基層材料研究與應(yīng)用，包括LSAM-50瀝青混合料試件制備與性能評(píng)價(jià)方法研究、超大粒徑瀝青路面材料模型構(gòu)建、大粒徑瀝青路面車輪-路面結(jié)構(gòu)力學(xué)模型構(gòu)建，符合河南省乃至全國(guó)交通行業(yè)有關(guān)長(zhǎng)壽命路面的重大戰(zhàn)略需求。其力學(xué)性能和抗車轍性能相比于常規(guī)ATB-30可分別提升40%和450%以上，油石比降低至2.8%，有效提升路面耐久性，減少后期路面養(yǎng)護(hù)專項(xiàng)投入。
3.1.3 基于機(jī)械發(fā)泡裝置的瀝青路面低碳建造技術(shù)
項(xiàng)目沿線生態(tài)環(huán)境敏感，采用機(jī)械發(fā)泡溫拌瀝青技術(shù)，將瀝青和微量水通過(guò)機(jī)械發(fā)泡裝備形成泡沫瀝青，增大瀝青的表面積，降低瀝青結(jié)合料的黏度，從而在拌和樓中與粗細(xì)集料、礦粉在較低溫度下拌和，提高瀝青混合料的施工和易性，在保證瀝青混合料路用性能的前提下，降低施工溫度20℃~40℃，改善施工環(huán)境，最大程度的保護(hù)沿線生態(tài)環(huán)境。采用該項(xiàng)技術(shù)降低瀝青煙排放80%以上，降低二氧化碳排放50%以上。
3.1.4 熱拌瀝青混合料凈味抑煙低排放生產(chǎn)與施工技術(shù)
在長(zhǎng)大隧道內(nèi)和環(huán)境敏感區(qū)，熱拌瀝青混合料不僅對(duì)周邊環(huán)境造成污染，且容易危害施工人員的身體健康。在瀝青拌和過(guò)程中添加凈味抑煙環(huán)保添加劑，并調(diào)控其適配性，采用凈味劑BPF 可有效改善瀝青混合料施工現(xiàn)場(chǎng)的作業(yè)條件，對(duì)瀝青及瀝青混合料的路用性能基本無(wú)影響，研究?jī)粑恫牧吓c公路沿線地區(qū)工程的材料功能、環(huán)境協(xié)同，減少對(duì)周邊生態(tài)環(huán)境的影響，對(duì)硫化氫的降解率可達(dá)20%以上，氨氧化物、二氧化硫降解率可達(dá)25%以上。
3.2 山區(qū)路橋隧工程低碳建造
3.2.1 增效降碳隧道綠色爆破技術(shù)
隧道主要位于山嶺段，隧道洞身圍巖以強(qiáng)風(fēng)化、中風(fēng)化巖體為主，洞口段圍巖以強(qiáng)風(fēng)化巖體為主，開(kāi)展增效降碳綠色隧道爆破技術(shù)應(yīng)用，包括切縫管材質(zhì)選擇、切縫藥包炸藥量確定、填塞材料和水袋選擇、關(guān)鍵炮孔填塞設(shè)計(jì)和總體爆破設(shè)計(jì)，保證隧道掘進(jìn)進(jìn)尺的同時(shí)盡量減少爆破藥量，降低爆破對(duì)圍巖的擾動(dòng)強(qiáng)度，降低對(duì)周邊生態(tài)環(huán)境的影響，通過(guò)采用該技術(shù)減少炸藥消耗量共計(jì)2噸，提升炸藥爆炸時(shí)的能量利用效率，提高隧道爆破掘進(jìn)進(jìn)尺約3%，降低隧道空氣中的巖粉含量，縮短隧道爆破后的通風(fēng)時(shí)間約6%，改善隧道作業(yè)環(huán)境。
3.2.2 新型組合結(jié)構(gòu)特大橋低碳設(shè)計(jì)建造技術(shù)
公路景觀橋梁多為拱橋、懸索橋、斜拉橋等特殊結(jié)構(gòu)，需解決深水基礎(chǔ)支架施工等問(wèn)題；傳統(tǒng)大跨徑橋梁混凝土存在用量大、結(jié)構(gòu)自重大，腹板開(kāi)裂等問(wèn)題；開(kāi)展波形鋼腹板梁成套技術(shù)應(yīng)用，包括梁拱組合體系與波形鋼腹板組合應(yīng)用、梁拱組合體系吊桿張拉力的確定與優(yōu)化等，采用該技術(shù)中的波形鋼腹板預(yù)應(yīng)力技術(shù)和梁拱組合體系，主梁結(jié)構(gòu)自重減少約25%，碳排放量降低約10%，節(jié)省工程造價(jià)約1.1億元。
3.3 零碳綠色服務(wù)區(qū)補(bǔ)能建造
開(kāi)展服務(wù)區(qū)綠色低碳共享設(shè)計(jì)建造技術(shù)應(yīng)用，貫徹實(shí)施國(guó)家交旅融合發(fā)展戰(zhàn)略，建設(shè)開(kāi)放式服務(wù)區(qū)，包括服務(wù)區(qū)功能調(diào)整與設(shè)施設(shè)計(jì)優(yōu)化、出入口建設(shè)和共享設(shè)施建設(shè)、服務(wù)區(qū)低碳綠色游想空間建設(shè)等。通過(guò)對(duì)服務(wù)區(qū)功能分布規(guī)劃和周邊地區(qū)配套規(guī)劃相結(jié)合，達(dá)到與周邊旅游資源區(qū)域共享的效果，避免設(shè)施重復(fù)建設(shè)投入，充分利用服務(wù)區(qū)與周邊旅游資源鄰接的條件，采用服務(wù)區(qū)服務(wù)設(shè)施與周邊景區(qū)點(diǎn)的旅游服務(wù)設(shè)施功能融合和設(shè)施共享技術(shù)，完善服務(wù)區(qū)內(nèi)部旅游配套服務(wù)功能，實(shí)現(xiàn)服務(wù)區(qū)與周邊景區(qū)互聯(lián)互動(dòng)，提升設(shè)施共享度約20%，降低服務(wù)區(qū)及周邊景區(qū)的建設(shè)環(huán)境負(fù)荷，減少施工過(guò)程和設(shè)施運(yùn)行中的能耗和碳排放。
3.4 高速公路沿線分布式能源減碳核算
高速公路服務(wù)區(qū)、隧道等屬于24h全天候耗能單位，對(duì)穩(wěn)定的電能輸出需求十分強(qiáng)烈。項(xiàng)目開(kāi)展分布式光伏、光儲(chǔ)一體化技術(shù)應(yīng)用，采用450Wp 單晶硅光伏組件，系統(tǒng)安裝總?cè)萘繛?000KWp，充分利用光伏發(fā)電技術(shù)優(yōu)勢(shì)，最大限度提升服務(wù)區(qū)、隧道清潔能源開(kāi)發(fā)和利用比例，能有效減少建筑日曬氧化，延長(zhǎng)建筑物使用壽命，使用清潔能源，提高高速公路用能自給率，節(jié)約高速公路建設(shè)運(yùn)營(yíng)的全壽命周期成本。
（1）項(xiàng)目結(jié)合系統(tǒng)總效率80%及太陽(yáng)輻射數(shù)據(jù)，計(jì)算每年發(fā)電量如年發(fā)電量=系統(tǒng)安裝容量× 年有效利用小時(shí)數(shù)×系統(tǒng)總效率=1000KWp×1460.28h×80% =1168224kWh
項(xiàng)目預(yù)計(jì)第一年的總發(fā)電量為1168224度。
按運(yùn)營(yíng)期25年估算，運(yùn)營(yíng)期內(nèi)光伏組件的功率呈非線性衰減，第二年設(shè)定衰減2%，第3年~25年設(shè)定為線性衰減，平均每年衰減0.6%。那么，運(yùn)營(yíng)期25年內(nèi)光伏組件的功率總衰減為20%。假設(shè)光伏系統(tǒng)總效率的衰減速率與光伏組件衰減速率完全一致，即逆變器的轉(zhuǎn)換效率沒(méi)有發(fā)生衰減。項(xiàng)目25年發(fā)電量約為2683萬(wàn)Wh，年平均發(fā)電量約為107.32萬(wàn)Wh。
（2）分布式光伏應(yīng)用試點(diǎn)項(xiàng)目的節(jié)能降碳效果計(jì)算如下：
年減碳量=年發(fā)電量×電量邊際排放因子×10-3；電量邊際排放因子參考國(guó)家發(fā)改委發(fā)布的《2019年度減排項(xiàng)目中國(guó)區(qū)域電網(wǎng)基準(zhǔn)線排放因子》，為0.8587（噸二氧化碳/兆瓦時(shí)）；計(jì)算結(jié)果為：因分布式光伏發(fā)電而產(chǎn)生的減碳量約為23039噸，年平均減碳量約為922噸。
4 結(jié)論
本文從高速公路建設(shè)的實(shí)際出發(fā)，融入綠色低碳理念，設(shè)計(jì)階段量化低碳評(píng)價(jià)方法，夯實(shí)理論方法基礎(chǔ)，保證在設(shè)計(jì)合理的基礎(chǔ)上降碳、減碳，平衡建設(shè)成本。施工階段突破低碳建造技術(shù)，創(chuàng)新綠色低碳工藝，開(kāi)展低碳技術(shù)策劃與引入，確保材料性能的有效發(fā)揮及節(jié)能減排，降低工程造價(jià)。運(yùn)營(yíng)養(yǎng)護(hù)階段探索低碳迭代路徑，實(shí)現(xiàn)品質(zhì)低碳雙贏，充分挖掘沿線可再生能源的應(yīng)用，高速公路沿線管理設(shè)施分布式能源綜合利用技術(shù)，建立多能互補(bǔ)集成技術(shù)體系，并圍繞低碳建設(shè)全生命周期技術(shù)應(yīng)用做總結(jié)評(píng)價(jià)。迭代循環(huán)技術(shù)攻關(guān)新課題，推廣應(yīng)用算碳、降碳、匯碳、補(bǔ)能新技術(shù)，以期對(duì)公路工程低碳建設(shè)策略提出相應(yīng)建議。
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Research on Application Technology of Low-carbon Construction in The Whole Life Cycle of Mountain Expressways
Jitao Wang Wenguang Zhao
（Shang Luo Highway Co.,Ltd.Of Henan Transort Investment Group Co,Ltd,Zhengzhou Henan 450000）
Abstract: Focusing on the technical characteristics and needs of highway construction projects in mountainous areas, in order to systematically promote the application of low-carbon construction of expressways, this paper deeply implements the requirements of the Notice on Doing a Good Job in the Science and Technology Demonstration Project of the Ministry of Transport in accordance with the general idea of "closely following the characteristics of the project, close to the construction needs of construction, and highlighting low-carbon technology", and puts forward corresponding suggestions for the construction of expressways in mountainous areas from the perspective of the whole life cycle around the four dimensions of "carbon calculation, carbon reduction, energy replenishment, and carbon sink", and plans to implement the promotion and application of carbon reduction achievements.
Keywords: Mountain expressway;Full life cycle;Green and low-carbon;Energy replenishment;Carbon calculation;Carbon reduction;Carbon sink
0 Introduction
In the face of the severe challenges brought about by the deterioration of the global ecological environment, climate change and shortage of energy resources, it is an urgent need to accelerate the transformation of transportation development and construction technology model innovation. Energy conservation in highway engineering is an important link between energy conservation and consumption reduction in the transportation industry and an important field for green transportation development. Therefore, in the process of green highway construction, the design and construction of highway engineering should be optimized from the perspective of reducing energy consumption, and energy consumption in the whole life cycle of highway projects should be reduced.
1 Road Life Cycle Low Carbon Construction Path
Implement the concept of low-carbon construction throughout the life cycle in all aspects, build four dimensional evaluation indicators of carbon calculation, carbon reduction, energy replenishment and carbon sink, support the implementation of relevant strategies from multiple dimensions, plan low-carbon construction paths based on the actual situation of the project, and extensively investigate carbon emission evaluation methods at home and abroad for the carbon emissions of the whole process such as machinery and equipment, main building materials selection, and key technologies and processes in the highway construction process; For vegetation restoration and landscape greening, extensive analysis, reference and screening of carbon sink analysis methods suitable for highway greening; In view of the representative and diffcult problems in highway engineering construction such as large energy consumption, high pollution emissions, cracking and rutting during operation, through the integration of high-performance materials, equipment and durable and long-life processes and other low-carbon saving technologies and quality engineering technologies, the construction process is innovated around the low-carbon construction of single projects such as zero-carbon service area construction and tunnel green blasting technology. At the same time, combined with the low-carbon evaluation in the process, the selection and optimization of materials and processes, the optimization of energy substitution, and the selection and matching of green plants for ecological restoration landscape are optimized to promote technological application innovation. The road map is as follows:
2 Quantitative Low-carbon Evaluation Methods
2.1 Accounting And Evaluation of Carbon Emissions Throughout The Life Cycle
Based on the life cycle assessment theory, by analyzing the main carbon emission sources of typical expressway sections, and aiming at the problems of carbon emission accounting system and low-carbon technology evaluation method for highway infrastructure construction in Henan Province, and unclear bottom line of high energy consumption and high emission in the whole process of the project, this paper studies and proposes low-carbon management countermeasures and construction technologies covering the whole process of highway planning and design, bidding and bidding, construction, completion acceptance, and puts forward a carbon emission accounting model for the whole process of highway construction. Establish a carbon emission accounting and evaluation method for the whole life cycle of expressways (see Fig2) to realize the evaluation of the energy conservation and carbon reduction effect of the project, and provide a technical and theoretical basis for the evaluation and management of the energy conservation and carbon reduction level of expressways.
2.2 Measurement And Improvement Technology of Vegetation Carbon Sink Capacity in Highway Areas
On the basis of the application of carbon sink technology, drawing on the research results of forestry departments at home and abroad, combined with the practice of highway engineering, through the core technologies such as road area carbon sequestration plant configuration and road area carbon sink management and improvement, the concept of highway road carbon sink is proposed, and the application of road vegetation carbon sink capacity measurement and improvement technology is carried out, including vegetation carbon sink capacity evaluation, carbon sink capacity measurement and vegetation carbon sink improvement, etc., to provide a reference for vegetation restoration management during the construction and operation periods, and provide optimization schemes for target community configuration and plant selection in greening projects. The use of interconnection areas, slopes, middle zones and other areas to optimize the selection and matching of green species, optimize slope protection types, and promote ecological slope protection technology can not only save project costs and improve the carbon sink capacity of road areas. Through the application of this technology, the carbon sink capacity of vegetation in the road area is increased by about 15%, and the vegetation can sequester a total of about 200 tons of carbon.
3 Application of Technical Measures for Low-carbon Highway Construction
Expressway carbon emission sources include three aspects: resource occupation, material use and energy consumption, which are divided into two categories: endogenous carbon emissions that directly emit carbon dioxide during the whole life cycle of construction, operation and maintenance of expressways, and carbon dioxide exogenous carbon emissions that have been emitted in the production of external industrial systems of various materials such as steel, cement, asphalt, cables, and fuel oil. Therefore, the highway carbon reduction path mainly has the following technical applications.
3.1 Low-carbon Roadbed And Pavement Construction Throughout The Life Cycle
3.1.1 Centennial quality engineering high-performance roadbed construction technology
The topography and geological conditions of the project are complex, and the rainwater of mountainous roads is easy to collect, and the height difference of the roadbed is large, which is easy to lead to the settlement of the roadbed difference and the cracking of the roadbed pavement. The high-performance subgrade construction technology of the century-old quality project helps improve the technical index system, control standards and specific technical measures of the high-performance roadbed of the centennial quality project, optimize the combination of subgrade filler, construction technology and mechanical equipment, improve the performance index of the subgrade, ensure the overall stability of the subgrade, control post-construction settlement, ensure the strength and durability of the subgrade, reduce the use of high-energy-consuming materials, reduce the later maintenance costs, greatly reduce carbon emissions, and reduce the cost of the whole life cycle.
3.1.2 Research and engineering application technology of ultra-large particle size and long-life asphalt pavement
Aiming at the cracking of semi-rigid base layer of highway pavement, the research and application of ultra-large particle size LSAM-50 flexible base layer materials were carried out, including the research on the preparation and performance evaluation method of LSAM-50 asphalt mixture specimens, the construction of ultra-large particle size asphalt pavement material model, and the construction of large particle size asphalt pavement wheel-pavement structure mechanical model, which greatly reduced the occurrence of reflection cracks in the later stage and met the major strategic needs of long-life pavement in Henan Province and even the national transportation industry. Compared with conventional ATB-30, the mechanical properties and rutting resistance of this technology can be increased by more than 40% and 450%, respectively, and the oil-stone ratio can be reduced to 2.8%, which effectively improves the durability of the pavement and reduces the special investment in later pavement maintenance.
3.1.3 Low-carbon construction technology of asphalt pavement based on mechanical foaming device
The ecological environment along the project is sensitive, the use of mechanical foaming warm mix asphalt technology, asphalt and trace water through mechanical foaming equipment to form foamed asphalt, increase the surface area of asphalt, reduce the viscosity of asphalt binder, so that it can be mixed with coarse and fine aggregates, mineral powder, etc. in the mixing building at a lower temperature, improve the construction and workability of asphalt mixture, reduce the construction temperature by 20-40°C under the premise of ensuring the road performance of asphalt mixture, improve the construction environment, and protect the ecological environment along the line to the greatest extent. This technology enables the reduction of asphalt smoke emissions by more than 80% and CO2 emissions by more than 50%.
3.1.4 Production and construction technology of hot mix asphalt mixture with clean odor, smoke suppression and low emission
In the long tunnel and the environmentally sensitive area, the hot mix asphalt mixture not only pollutes the surrounding environment, but also endangers the health of the construction personnel. In the asphalt mixing process, add odor and smoke suppression environmental protection additives, and regulate its adaptability, the use of odor purifer BPF can effectively improve the operating conditions of asphalt mixture construction site, basically have no effect on the road performance of asphalt and asphalt mixture, study the material function and environmental synergy between the clean odor material and the project along the highway, reduce the impact on the surrounding ecological environment, the degradation rate of hydrogen sulfde can reach more than 20%, and the degradation rate of ammonia oxide and sulfur dioxide can reach more than 25%.
3.2 Low-carbon Construction of Road, Bridge And Tunnel Projects in Mountainous Areas
3.2 Low-carbon Construction of Road, Bridge And Tunnel Projects in Mountainous Areas
The tunnel is mainly located in the mountain section, the surrounding rock of the tunnel body is mainly strongly weathered and moderately weathered rock mass, and the surrounding rock of the cave entrance section is mainly strongly weathered rock mass, and the application of green tunnel blasting technology for efficiency reduction and carbon reduction is carried out, including the selection of the material of the cutting pipe, the determination of the explosive amount of the cutting package, the selection of flling materials and water bags, the flling design of key gun holes and the overall blasting design, etc., to ensure that the tunnel boring is advanced while minimizing the amount of blasting charge, reducing the disturbance intensity of blasting on the surrounding rock, and reducing the impact on the surrounding ecological environment. This technology reduces the consumption of explosives by a total of 2 tons, improves the energy utilization efficiency when explosives explode, increases the tunnel blasting and excavation by about 3%, reduces the rock powder content in the tunnel air, shortens the ventilation time after tunnel blasting by about 6%, and improves the tunnel operating environment.
3.2.2 Low-carbon design and construction technology of new composite structure special bridge
Highway landscape bridges are mostly realized by special structures such as arch bridges, suspension bridges, cable-stayed bridges, etc., which need to solve problems such as deep-water foundation support construction, which is difficult to construct and has poor environmental protection; Traditional large-span bridges have problems such as large amount of concrete, structural self-weight, and web cracking. Carry out the complete set of technical application of corrugated steel web beam, including the combined application of beam and arch combination system and corrugated steel web, determination and optimization of boom tension of beam and arch combination system, etc. The corrugated steel web prestressing technology and beam arch combination system in this technology realize the self-weight reduction of the main beam structure by about 25%, the carbon emission reduction of about 10%, and the saving of about 110 million yuan in project cost.
3.3 Replenishment Construction of Zero-carbon Green Service Area
Carry out the application of green and low-carbon shared design and construction technology in service areas, implement the national development strategy of integration of transportation and tourism, build open service areas, including service area function adjustment and facility design optimization, entrance and exit construction and shared facility construction, service area low-carbon green imagination space construction, etc., through the combination of service area function distribution planning and surrounding area supporting planning, to achieve the effect of sharing with surrounding tourism resource areas, avoid duplicate construction investment of facilities, and make full use of the conditions of adjacency between service areas and surrounding tourism resources. Adopt the functional integration and facility sharing technology of tourism service facilities between service facilities in the service area and surrounding scenic spots, improve the internal tourism supporting service functions of the service area, realize the interconnection and interaction between the service area and the surrounding scenic spots, improve the sharing degree of facilities by about 20%, reduce the construction environmental load of the service area and surrounding scenic spots, and reduce energy consumption and carbon emissions in the construction process and facility operation.
3.4 Carbon Reduction Accounting for Distributed Energy Resources Along Highways
Highway service areas, tunnels, etc. belong to 24-hour all-weather energy consumption units, and the demand for stable power output is very strong. The project carries out the application of distributed photovoltaic, photovoltaic-storage integration technology, adopts 450Wp monocrystalline silicon photovoltaic modules, and the total installed capacity of the system is 1,000KWp, making full use of the advantages of photovoltaic power generation technology, maximizing the proportion of clean energy development and utilization in service areas and tunnels, effectively reducing building sun oxidation, extending the service life of buildings, using clean energy, improving the self-sufficiency rate of highway energy use, and saving the life-cycle cost of highway construction and operation.
(1) The project combines the total efficiency of the system with 80% and solar radiation data to calculate the annual power generation as follows:
Annual power generation = system installed capacity × annual effective utilization hours× total system effciency = 1,000KWp×1,460.28h×80% = 1,168,224kWh
The project is expected to generate a total of 1,168,224 kWh in the frst year.
According to the operation period of 25 years, the power of photovoltaic modules during the operation period is nonlinear attenuation, the attenuation is set to 2% in the second year, and the linear attenuation is set in the 3~25th year, with an average annual attenuation of 0.6%. Then, the total power attenuation of the PV module during the 25-year operation period is 20%. And assume that the attenuation rate of the total efficiency of the PV system is exactly the same as the attenuation rate of the PV module, that is, the conversion efficiency of the inverter is not attenuated. The power generation of the project in 25 years is about 26,829,818 kWh, and the average annual power generation is about 1,073,193 kWh.
According to the operation period of 25 years, the power of photovoltaic modules during the operation period is nonlinear attenuation, the attenuation is set to 2% in the second year, and the linear attenuation is set in the 3~25th year, with an average annual attenuation of 0.6%. Then, the total power attenuation of the PV module during the 25-year operation period is 20%. And assume that the attenuation rate of the total efficiency of the PV system is exactly the same as the attenuation rate of the PV module, that is, the conversion efficiency of the inverter is not attenuated. The power generation of the project in 25 years is about 26,829,818 kWh, and the average annual power generation is about 1,073,193 kWh.
Annual carbon reduction = annual power generation × electricity marginal emission factor ×10-3; the electricity marginal emission factor refers to the 2019 Annual Emission Reduction Project China Regional Power Grid Baseline Emission Factor issued by the National Development and Reform Commission, which is 0.8587 (tons of carbon dioxide/MWh); The calculation results are: the carbon reduction due to distributed photovoltaic power generation is about 23,039 tons, and the annual average carbon reduction is about 922 tons.
4 Conclusion
Starting from the reality of highway construction, this paper integrates the concept of green and low-carbon, quantifes the low-carbon evaluation method in the design stage, consolidates the theoretical method, and ensures that the carbon reduction and carbon reduction benefits are considered on the basis of reasonable design, and the construction cost is balanced. In the construction stage, breakthroughs are made in low-carbon construction technology, green and low-carbon technology is innovated, and low-carbon technology is planned and introduced in combination with the actual situation of the project to ensure the effective play of material performance and the improvement of energy-saving effect in the process of material use, and reduce project cost. Explore low-carbon iterative paths in the operation and maintenance stage, achieve a win-win situation of quality and low carbon, fully tap the application of renewable energy along the route, comprehensively utilize the technology of distributed energy resources for management facilities along the highway, establish a multi-energy complementary integrated technology system, and summarize and evaluate the carbon emissions of low-carbon highways around the application of low-carbon construction full life cycle technology. Iterative circular technology tackles new topics, promotes the application of new technologies of carbon calculation, carbon reduction, carbon sink and energy replenishment, and puts forward corresponding suggestions for low-carbon construction strategies for highway projects.
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