Thermal properties of asphalt concrete: A numerical and experimental study

Mirzanamadi, Raheb; Grammatikos, Sotirios

doi:10.1016/j.conbuildmat.2017.10.068

Cited by 82 publications

(38 citation statements)

References 18 publications

Supporting

Mentioning

Contrasting

Unclassified

Order By: Relevance

“…Thermal properties of pavement material have a vital role in the formation of Urban Heat Islands (UHI) [50]. At usual operating temperatures, the heat transfer in concrete is mainly operated by conduction.…”

Section: Thermal Conductivity Testmentioning

confidence: 99%

Laboratory comparison of roller-compacted concrete and ordinary vibrated concrete for pavement structures

2020

JCE

View full text Add to dashboard Cite

Laboratory comparison of roller-compacted concrete and ordinary vibrated concrete for pavement structures The roller-compacted concrete pavement (RCCP) has the same ingredients as the pavement made of normal vibrated concrete (NVC). Microstructure images show that RCCP has higher pack density compared to NVC specimens. The 28-day compressive, splitting tensile, and flexural strengths of RCCP are by 9%, 4%, and 25% higher than those of NVC. The final water absorption and porosity values are by about 8% and 10.6% lower for RCCP in comparison with NVC.

show abstract

Section: Thermal Conductivity Testmentioning

confidence: 99%

Laboratory comparison of roller-compacted concrete and ordinary vibrated concrete for pavement structures

2020

JCE

View full text Add to dashboard Cite

show abstract

“…Bike lanes are built in a single standard dimension and, therefore, only one coefficient was defined ( Table 1). The coefficients for road transportation were derived from the literature (Mirzanamadi, Hagentoft, Johansson, & Johnsson, 2018b;Mirzanamadi, Johansson, & Grammatikos, 2018a) and supported by the findings of road-infrastructure experts and researchers.…”

Section: Material-intensity Coefficientsmentioning

confidence: 99%

Spatial analysis of urban material stock with clustering algorithms: A Northern European case study

Gontia

Thuvander

Ebrahimi

et al. 2019

J of Industrial Ecology

View full text Add to dashboard Cite

A large share of construction material stock (MS) accumulates in urban built environments. To attain a more sustainable use of resources, knowledge about the spatial distribution of urban MS is needed. In this article, an innovative spatial analysis approach to urban MS is proposed. Within this scope, MS indicators are defined at neighborhood level and clustered with k‐mean algorithms. The MS is estimated bottom‐up with (a) material‐intensity coefficients and (b) spatial data for three built environment components: buildings, road transportation, and pipes, using seven material categories. The city of Gothenburg, Sweden is used as a case study. Moreover, being the first case study in Northern Europe, the results are explored through various aspects (material composition, age distribution, material density), and, finally, contrasted on a per capita basis with other studies worldwide. The stock is estimated at circa 84 million metric tons. Buildings account for 73% of the stock, road transport 26%, and pipes 1%. Mineral‐binding materials take the largest share of the stock, followed by aggregates, brick, asphalt, steel, and wood. Per capita, the MS is estimated at 153 metric tons; 62 metric tons are residential, which, in an international context, is a medium estimate. Denser neighborhoods with a mix of nonresidential and residential buildings have a lower proportion of MS in roads and pipes than low‐density single‐family residential neighborhoods. Furthermore, single‐family residential neighborhoods cluster in mixed‐age classes and show the largest content of wood. Multifamily buildings cluster in three distinct age classes, and each represent a specific material composition of brick, mineral binding, and steel. Future work should focus on megacities and contrasting multiple urban areas and, methodologically, should concentrate on algorithms, MS indicators, and spatial divisions of urban stock.

show abstract

“…The material type, thickness and the thermal properties of each layer are presented in Table 2. The thermal properties related to the wearing layer, binder layer and base layer were experimentally measured by authors in a room with a fixed temperature of 22 • C ± 0.2 • C [14,34]. The thermal properties of the subbase layer, subgrade layer and the ground are obtained from literatures [31,[35][36][37][38].…”

Section: Boundary Conditions Of the Numerical Simulation Modelmentioning

confidence: 99%

Numerical Investigation of Harvesting Solar Energy and Anti-Icing Road Surfaces Using a Hydronic Heating Pavement and Borehole Thermal Energy Storage

2018

Self Cite

View full text Add to dashboard Cite

Hydronic Heating Pavement (HHP) is an environmentally friendly method for anti-icing the roads. The HHP system harvests solar energy during summer, stores it in a Seasonal Thermal Energy Storage (STES) and releases the stored energy for anti-icing the road surface during winter. The aims of this study are to investigate: (i) the feasibility of HHP system with low fluid temperature for harvesting solar energy and anti-icing the road surface; and (ii) the long-term operation of the STES. In this study, a Borehole Thermal Energy Storage (BTES) is considered to be the STES. The HHP system and the BTES are decoupled from each other and their performances are investigated separately. A hybrid 3D numerical simulation model is developed to analyze the operation of the HHP system. Moreover, a 3D numerical simulation model is made to calculate the temperature evolution at the borehole walls of the BTES. The climate data are obtained from Östersund, a city in the middle of Sweden with long and cold winter periods. Considering the HHP system with the inlet fluid temperature of 4 °C, the road area of 50 m × 3.5 m as well as the BTES with 20 boreholes and 200 m depth, the result showed that the harvested solar energy during summer is 352.1 kWh/(m2∙year), the required energy for anti-icing the road surface is 81.2 kWh/(m2∙year) and the average temperature variation at the borehole walls after 50 years is +0.5 °C. Installing the HHP system in the road leads to a 1725 h shorter remaining number of hours of slippery condition on the road surface during winter and a 5.1 °C lower temperature on the road surface during summer, compared to a road without the HHP system.

show abstract

Thermal properties of asphalt concrete: A numerical and experimental study

Cited by 82 publications

References 18 publications

Laboratory comparison of roller-compacted concrete and ordinary vibrated concrete for pavement structures

Laboratory comparison of roller-compacted concrete and ordinary vibrated concrete for pavement structures

Spatial analysis of urban material stock with clustering algorithms: A Northern European case study

Numerical Investigation of Harvesting Solar Energy and Anti-Icing Road Surfaces Using a Hydronic Heating Pavement and Borehole Thermal Energy Storage

Contact Info

Product

Resources

About