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Journal articles on the topic 'Pavement coating'
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1
Zheng, Mulian, Yanjuan Tian, and Litao He. "Analysis on Environmental Thermal Effect of Functionally Graded Nanocomposite Heat Reflective Coatings for Asphalt Pavement." Coatings 9, no. 3 (March 7, 2019): 178. http://dx.doi.org/10.3390/coatings9030178.
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The heat-reflective coating for asphalt pavement is a functional layer applied on pavement surfaces to reduce heat storage in the pavement via reflecting sunlight, thus inhibiting pavement temperature rise. The objective of this study was to analyze the environmental thermal effect of the self-developed reflective coating, namely, functionally graded nanocomposite reflective coatings, for asphalt pavement. The thermal effects of heat-reflective coatings were compared and analyzed based on field tests. A heating model of the atmosphere layer near the road surface was established. Moreover, the influence of urban road temperature on the thermal comfort of the human body was analyzed. Results showed that the radiation heat of all heat-reflective coatings decreased around two-thirds, and the convective heat decreased nearly 50% when compared with the control asphalt pavement, and the temperatures of the pavement itself and the atmosphere layer were lowered. Additionally, the heat-reflective coating improved the thermal comfort of the human body. This indicated that the heat-reflective coating reduced ambient temperate and relieved the urban heat island effect (UHI) as well as improved the environmental thermal effect.
2
Lu, Yang, Md Asif Rahman, Nicholas W. Moore, and Aidin J. Golrokh. "Lab-Controlled Experimental Evaluation of Heat-Reflective Coatings by Increasing Surface Albedo for Cool Pavements in Urban Areas." Coatings 12, no. 1 (December 22, 2021): 7. http://dx.doi.org/10.3390/coatings12010007.
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Many studies were conducted to find possible strategies for reducing the urban heat island (UHI) effect during the hot summer months. One of the largest contributors to UHI is the role that paved surfaces play in the warming of urban areas. Solar-reflective cool pavements stay cooler in the sun than traditional pavements. Pavement reflectance can be enhanced by using a reflective surface coating. The use of heat-reflective coatings to combat the effects of pavements on UHI was pre-viously studied but no consistent conclusions were drawn. To find a conclusive solution, this work focuses on the abilities of heat-reflective pavement coatings to reduce UHI in varying weather conditions. Within this context, both concrete and asphalt samples were subject to a series of per-formance tests when applied to a heat-reflective coating, under the influence of normal, windy, and humid conditions. During these tests, the samples were heated with a halogen lamp and the surface temperature profile was measured using an infrared thermal camera. The air temperature was recorded with a thermometer, and the body temperature at multiple depths of the samples was measured using thermocouples. The results from these tests show that the effectiveness of the heat-reflective coating varies under different weather conditions. For instance, the coated samples were about 1 °C cooler for concrete and nearly 5 °C cooler for asphalt, on average. However, this temperature difference was reduced significantly under windy conditions. As such, the findings from this work conclude that the heat-reflective coatings can effectively cool down the pavement by increasing the surface albedo, and thus might be a viable solution to mitigate UHI impacts in the city/urban areas.
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Zheng, Nanxiang, Junan Lei, Shoubin Wang, Zhifeng Li, and Xiaobao Chen. "Influence of Heat Reflective Coating on the Cooling and Pavement Performance of Large Void Asphalt Pavement." Coatings 10, no. 11 (November 6, 2020): 1065. http://dx.doi.org/10.3390/coatings10111065.
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To reduce the temperature of asphalt pavement in summer, and alleviate the urban heat island effect, a comprehensive method of combining a heat reflective coating and large void asphalt pavement was proposed. Using the developed coating cooling test equipment, the cooling effect of the coating on a large void asphalt mixture was studied in six different proportions, four different colors, and four different dosages, and the durability of the coating was verified by abrasion tests. Finally, the best dosage of the coating was recommended through an adhesion test of the coating, and a water permeability and anti-skid performance test of the pavement. The results show that the reflectivity of the coating can be improved by adding functional fillers, of titanium dioxide and floating beads, into the coating. The order by reflectivity and cooling effect of the four color coatings was green > red > gray > blue, and the maximum cooling value of the green coating reached 9.7 ℃. The cooling performance of the coating decreased with the increase of wear time, and the rate of decrease was fast, then slow, and finally tended to be stable after 20,000 times wear. The coating reduced the anti-skid performance and the water permeability coefficient of large void asphalt pavement, but still maintained a high level. The green coating with 15% titanium dioxide and 10% floating beads is recommended as the cooling coating for large void asphalt pavement, and its dosage should be controlled at about 0.4–0.8 kg/m2.
4
Liu, Feng, and Jie Sun. "Study on Anti-Skid Performance Degradation of Coating-Type Color Anti-Skid Pavement." Applied Mechanics and Materials 716-717 (December 2014): 314–18. http://dx.doi.org/10.4028/www.scientific.net/amm.716-717.314.
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This study starts with analysis of interaction mechanism of tire and pavement to analyze the factors influencing anti-skid performance in pavement surface characteristics and confirm pavement characteristics related to anti-slide performance. Besides, this paper further analyzes the effect of surface coating on pavement anti-skid performance. The specific experimental study mainly concentrates on raw material selection and evaluation and the study on the performance of different particle anti-skid pavements. This paper also measures friction coefficient of anti-skid section of the extension line of Beiyuan Avenue within the use for one and a half years. The degradation model is set up to evaluate pavement performance degradation. Further, this paper estimates Jinan the service life of the experimental section of coating-type color anti-skid pavement and carries out benefit analysis and development prospect.
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Wang, Kaifeng, Jing Cheng, Yunsheng Zhu, Xianrong Wang, and Xiaowei Li. "Experimental research on the performance of the thermal-reflective coatings with liquid silicone rubber for pavement applications." e-Polymers 21, no. 1 (January 1, 2021): 453–65. http://dx.doi.org/10.1515/epoly-2021-0046.
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Abstract The thermal-reflective coating technology can effectively realize the active cooling of asphalt pavement, thus delaying the occurrence of pavement rutting. Although solid fillers are usually used to absorb light and weaken light dazzle in traditional thermal-reflective coatings, this method makes the filler component complicated and the coatings more viscous and increases the difficulty of painting the coating material on the pavement surface. On account of all the aforementioned factors, this experimental study aims to effectively improve the performance of the thermal-reflective coating with liquid silicone rubber addition in which epoxy resin is the base material and rutile titanium dioxide is the pigment filler for the coating film. Through lab experiments, the effects of the proper liquid silicone rubber dosage on the glossiness, cooling performance, and hardness of the thermal-reflective coating are studied and analyzed. The experimental results show that the liquid silicone is very effective for coating toughness improvement. The thermal-reflective coating, when the liquid silicone rubber dosage changes from 10 to 14 wt%, exhibits a matt state, and its glossiness can be controlled below 30 GU, which meets the safety and antiglare requirements of traffic vehicles. It demonstrates that liquid silicone rubber can influence the viscosity of the thermal-reflective coatings, and when the liquid silicone dosage reaches 16 wt%, the viscosity of the coating increases by 7.26 wt% less than that of the solid matting filler. Liquid silicone rubber can also influence the cooling effect of the thermal-reflective coatings, with the liquid silicone rubber dosage of 16 wt%, the asphalt pavement temperature can reduce 0.5°C. Besides, liquid silicone rubber reduces the hardness of the coatings, the coating hardness is 6H when the liquid silicone rubber dosage is 0–10 wt%, and the hardness of the coating reduces to 5H when liquid silicone dosage is from 12 to 16 wt%, which meets the actual requirements. Therefore, this article recommends a 12 wt% dosage of the liquid silicone rubber to be used as a matting filler for the thermal-reflective coatings.
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Fang, Mingjing, Longfan Peng, Yunyu Li, Yuxiao Cheng, and Lu Zhan. "Evaluation Test of NO Degradation by Nano-TiO2 Coatings on Road Pavements under Natural Light." Coatings 12, no. 8 (August 17, 2022): 1200. http://dx.doi.org/10.3390/coatings12081200.
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Reducing or degrading nitrogen oxides (NOx) emitted by automobile exhausts has diversified ways. This paper presents a solution to degrade NO by Nano-sized titanium dioxide (Nano-TiO2) mixed with coating materials for traffic marking on road pavements. The effect on degradation was evaluated by adopting a simple laboratory test with statistical analysis. During the test, five different contents of Nano-TiO2, 2%, 3%, 4%, 5%, and 6%, mix with a coating material for pavement marking, followed by an interpretation of the micro mechanism of degradation effect. The results show that the pavement marking coatings mixed with Nano-TiO2 has a good performance on NO degradation. The effect of degradation is increased with increasing the content of Nano-TiO2 particles, however. At the same time, a peak value with about 70% of the maximum removing rate existed when applying 4% Nano-TiO2 due to the agglomeration phenomenon for nanoparticles close to each other for adding more Nano-TiO2. The methods to reduce agglomeration are also suggested, and a routine field test for all potential traffic coating materials is recommended in this study.
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Hu, Kui, Yujing Chen, Guixiang Chen, Yuzhou Duan, and Caihua Yu. "Proposed Cool Coatings with High Near-Infrared Reflectance and Heat Insulation for Asphalt Pavement." Coatings 11, no. 1 (January 13, 2021): 85. http://dx.doi.org/10.3390/coatings11010085.
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In summer, black asphalt pavement can absorb a considerable amount of solar radiation, which causes its temperature to rise. Heated asphalt pavement can aggravate the urban heat island (UHI) effect and transfer heat downward, which may cause the problem of permafrost thawing beneath pavements. The objective of this study was to develop a novel cool coating layer (CCL) with high near-infrared reflectance and heat insulation to make the surface of asphalt pavement cool. A self-developed test device and method was established to evaluate cooling effects. Based on the experimental results, the optimal coating can cool asphalt pavement by 11.21 °C when the radiation striking the sample surface is 650 W/m2. This coating, called the composite cool coating layer (CCCL), is composed of the following materials: polyurethane resin, rutile TiO2 of 18%, hollow glass microspheres of 12%, and copper chromite black spinel of 0.7%. Silicon carbide particles of 1 kg/m2 can help the CCCL achieve satisfactory antiskid performance. In conclusion, CCCL can effectively inhibit the absorption of solar radiation and reduce the flow of thermal energy downward without sacrificing skid resistance.
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Wang, Mingming, Huarui Gao, Mingming Chai, Zhiping Sun, and Jiawei Wang. "Study on the Performances of an Anticoagulant Ice Coating Material for Asphalt Pavement." Journal of Physics: Conference Series 2168, no. 1 (January 1, 2022): 012014. http://dx.doi.org/10.1088/1742-6596/2168/1/012014.
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Abstract In order to improve the anti-icing performance of asphalt pavement and alleviate the effect of pavement freezing, the method of coating anticoagulant ice coating on the surface of asphalt pavement is adopted. In this article, application research is conducted on an anticoagulant ice coating material on asphalt pavement using standard test methods. With different dosages of anticoagulant ice agent, the major performance indexes, including the freezing point and ice adhesion on coating surface, of anticoagulant ice coating material are compared. By comparing and analyzing the results, the transformation rules and optimum dosage of anticoagulant ice agent are achieved. The results of this paper can effectively alleviate the freezing phenomenon of pavement and improve the traffic capacity of pavement.
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Kim, Ree Ho, Sang Ho Lee, Jung Hun Lee, and Chae Sung Gee. "Thermal Properties of Water-Absorbing and Surface Modified Porous Pavements." Materials Science Forum 544-545 (May 2007): 913–16. http://dx.doi.org/10.4028/www.scientific.net/msf.544-545.913.
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The creation of large impervious surface in urban and urbanizing areas have led to significant impacts on local climate, which is commonly known as urban heat island (UHI). In this study, porous pavements made of recycled sludge were examined as a way to control UHI by lowering the surface temperature. A novel image analysis technique was applied to quantify cooling effect of porous pavement materials without and with water. Although the porous pavement itself has smaller heat capacity than the natural soil, supplying water to the pavement decreased its surface temperature. At its highest point, the difference in surface temperatures without and with water was more than 10 oC. The water was supplied either from the top of the pavement or from the bottom of the pavement using the capillary effects. In both cases, pavement temperature was effectively lowered. The cooling effect of pavement by surface coating using epoxy-based polymers was negligible because surface pores were blocked. Field tests also confirmed the cooling potential of porous pavements.
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Chen, Zheng, Shao Peng Wu, Mei Zhu Chen, and Jin Gang Wang. "Evaluation on Solar Heat Reflective Coatings to Reduce Asphalt Concrete Temperature." Materials Science Forum 620-622 (April 2009): 181–84. http://dx.doi.org/10.4028/www.scientific.net/msf.620-622.181.
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As the development of civil construction, the heat island effect in large cities of China has gradually become a social issue. Pavements, especially asphalt pavements, are considered to be one of the main causes of the heat island effect as they cover wide area of cities. In some regions, the surface of asphalt pavements can even be heated up to more than 70°C by solar irradiation in summer times due to the excellent heat-absorbing property of asphalt concrete. In this paper, a solar heat reflective coating on asphalt pavement was investigated to reduce asphalt pavements temperature and mitigate the heat island effect. A solar heat reflective coating was synthesized with certain component contents of resin, pigments, fillings and additives on the basis of the principles of heat reflection. The surface temperatures of the concrete covered by solar heat reflective coating and the reference were compared. Meanwhile, an accelerated loading test with loaded vehicles was performed for these two asphalt concretes. The influence of the reduction in the surface temperature on the air temperature was simulated. The research results indicate that the solar heat reflective coating can obviously reduce the surface temperature of asphalt concrete for its high light-reflection rate in the infrared and visible wavelength region. Furthermore, the accelerated loading test also suggests that this coating improves the rutting resistance of the asphalt concrete compared to the reference when exposed to the same irradiation strength. Therefore, this solar heat reflective coating on asphalt pavement could be adopted as a countermeasure against the heat island effect.
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Serin, Sercan, Muhammet Ahmet Oğuzhanoğlu, and Cafer Kayadelen. "Comparative analysis of stress distributions and displacements in rigid and flexible pavements via finite element method." Revista de la construcción 20, no. 2 (August 2021): 321–31. http://dx.doi.org/10.7764/rdlc.20.2.321.
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In many countries of the world, rigid and flexible pavements are widely used. Some of the external factors such as stresses and displacements play major role in the design of pavement layers such as coating, base and sub-base. Although empirical formulas and methods were used in the calculation and design of the pavement layers, complexity of today's transportation engineering demands effectiveness of the empirical formulas were diminished. Nowadays complex problems can be easily simulated and solved thanks to the higher analysis capabilities of the computer-aided softwares. In this study, the stress distributions and displacements were examined under traffic loads in rigid and flexible pavements with different coating layer thicknesses (30 mm, 50mm, 70mm, 100 mm, and 150 mm) by using finite element method. As a result, the vertical displacement in the flexible pavements were obtained as 5% higher than the vertical displacement in the rigid pavements. Based on the stress distribution results, the stress values of flexible pavements were 60% lower than the stress values of the rigid pavements. Moreover, It was determined that the stresses in the rigid pavements remain in the coating layer, while the stresses in the flexible pavements reach the base and sub-base. In addition, regression models have been developed to predict stress and displacements by using layer thicknesses. High correlation and determination coefficient values (> 0.90) were achieved based on the regression analysis both in flexible and rigid pavements.
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Lukpanov, Rauan, Duman Dyusembinov, Zhanbolat Shakhmov, Denis Tsygulov, Yelaman Aibuldinov, and Nikolai Ivanovich Vatin. "Impregnating Compound for Cement-Concrete Road Pavement." Crystals 12, no. 2 (January 24, 2022): 161. http://dx.doi.org/10.3390/cryst12020161.
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The paper proposes an impregnation composition for cement concrete roads used as an ice-phobic coating. The composition has been made based on keratin-containing components derived from animal waste with the addition of water-soluble polymers. The main parameter of serviceability of the coating impregnated with the developed composition was assessing the adhesion resistance of ice crust to concrete under the influence of mechanical loads. For this purpose, tests of big specimens (surface area 1925 cm2) in laboratory conditions with application of vibration and impact loads and modelling of thermal stresses were conducted. The test results showed the effectiveness of the ice-coating, as in all experiments, the uncoated specimens showed a greater resistance of the ice crust to mechanical stresses. An additional evaluation parameter was comparing the water absorption capacity of coated and uncoated concrete. The test results showed a significant difference in the water absorption capacity of the uncoated specimens, exceeding the coated specimens by 47%. Due to the results obtained, it will be possible to use the impregnation compound effectively to improve the ice resistance of cement concrete coatings.
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Batrakova, A., H. Sarkisian, and E. Zakharova. "IMPROVEMENT OF THE ROUGHNESS FORECASTING MODEL OF COATING OF NON-RIGID ROAD PAVEMENT COATING." Municipal economy of cities 4, no. 164 (October 1, 2021): 71–76. http://dx.doi.org/10.33042/2522-1809-2021-4-164-71-76.
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To ensure safe, comfortable driving at high speeds, a strong, even surface is required for the entire life of the pavement. In this regard, the issue of predicting changes in the equality of coverage over time is very important. The article considers the peculiarities of changing the longitudinal equality of the road surface. Purpose is to improve the model of forecasting the equality of non-rigid pavement. Methods – analytical and experimental. The analysis of existing decisions on the issue of forecasting the equality of coverage is performed. The most important factors influencing the change in the equality of road coverage have been identified. Based on the analysis of theoretical models and a number of experimental data, an improved model for predicting the equality of coverage of non-rigid pavement is proposed. MathCAD and MS Excel were involved in the development of an improved model that takes into account the most important factors. The model of change of coverage roughness, where increase in the roughness index over time is considered as a function of such parameters, is improved: the modulus of pavement elasticity (actual or required); the number of load cycles for t years of pavement operation; the share of trucks in the traffic flow; the factor of safety margin of the pavement structure. The adequacy of the developed model of changing the roughness of coverage is confirmed by statistical processing of experimental data obtained by the thesis author and other researchers on public roads with different service life, and calculated data under the theoretical model. The Pearson correlation coefficient between experimental and calculated data is more than 0.95, which indicates the adequacy of the developed model. Compared to the well-known models of forecasting coverage roughness, the improved model allows to apply a wider range of values of the general equivalent modulus of elasticity of pavement design (from 100 MPa to 600 MPa) and to receive forecast values of roughness for service life of non-rigid pavement over 5 years.
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Lunkevičiūtė, Deimantė, Viktoras Vorobjovas, and Pranciškus Vitta. "INVESTIGATION OF SURFACE REFLECTIVITY OF CEMENT CONCRETE MODULAR PAVEMENT." Mokslas - Lietuvos ateitis 14 (August 25, 2022): 1–6. http://dx.doi.org/10.3846/mla.2022.17258.
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One of the conditions for safe and comfortable driving on roads is a surface that is reflective and clearly visible at night. The luminance of a road surface depends on the amount of light falling on it and the reflectance properties of the road surface at any point. The reflectance of a road surface depends on its physical condition, age and type, the direction of lighting, and the conditions of observation. Different road surfaces may have various reflectance characteristics depending on the surface texture, materiality and binder. Experimental studies were performed on cement concrete modular pavement slabs that differ in color and texture of the surface. The analysis of the research results showed the differences between the reflective luminance characteristics of the surface of cement concrete modular pavement, taking into account the color of the coating, the texture properties of the coating surface and surface conditions. In the case of wet or damp concrete modular coatings, the reduced luminosity coefficient is about 60 percent lower than in dry ones. The reduced luminance coefficient of the light gray coating is about 38 percent higher than that of the darker shade coating (red and dark gray). The results obtained from the research are significant for street designers in choosing the type of pavement and designing street lighting.
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Aravind Raj, P. S., R. Divahar, R. Lilly, R. Porselvan, and K. Ganesan. "Experimental Investigation of Geopolymer Flexible Pavement with Waste Plastics Aggregates." Nature Environment and Pollution Technology 21, no. 2 (June 1, 2022): 721–26. http://dx.doi.org/10.46488/nept.2022.v21i02.033.
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The world is facing a greater issue in the disposal of waste plastics and there is an intense need for research on alternate and sustainable solutions for environmental issues. Waste plastic can be used as aggregates or as a protective layer over aggregates to increase their strength. The aggregate used in flexible pavements was investigated in this study, as well as the use of Geo-Polymer to improve the pavement’s strength and durability. The design of the pavement is done according to the Indian standard codes IRC. Dense bituminous macadam and base courses are taken into account as per the design criteria. The geo-polymer flexible pavement was tested for properties such as the wearing test. Other fundamental tests for aggregate and bitumen used in pavements include specific gravity, flash point, fire point, ductility, softening point, penetration test, water absorption test, bonding strength, durability, and temperature resistance. When geo-polymer plastic bitumen is heated and put as a coating over the base course, it allows the user the air gaps with additional plastic and binds over the aggregate, resulting in increased road stability, smoothness, and vehicle braking effects. It is concluded that with 5% addition of the geo-polymer with bitumen has performed well in all aspects of the bitumen characteristics.
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Hostev, Yuriy, Lev Rumiantsev, and Tetyana Kostrulova. "THE INFLUENCE OF THE TYPE, STRUCTURE AND CONDITION OF ROAD COATING ON THE OPERATING PROPERTIES OF HORIZONTAL ROAD MARKING." Avtoshliakhovyk Ukrayiny, no. 4 (260) ’ 2019 (December 28, 2019): 42–46. http://dx.doi.org/10.33868/0365-8392-2019-4-260-42-46.
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The factors that influence on functional durability of the road marking, in particular, the type, quality, condition and surface structure of the road surface are considered in the article. The durability of the road marking will be significantly reduced on asphalt pavement with low quality bitumen or with a high content of bitumen in the mixture. As a result of bitumen fogging, the road marking loses its performance, especially affecting luminance and retroreflectivity. The degree of pavement wear also affects the durability. Old, fragile pavement is unable to retain the road marking for a long time, so its service life will be extremely low. The wear of road marking on the cement pavement is higher than on the asphalt pavement. This is due to the peculiarities of the interaction of pavements of different chemical nature with the road marking materials. The article presents the results of studies of the effect of pavement with different roughness and different types on the properties of retroreflectivity. It is established that on the road sections with pavement having a rough surface treatment, retroreflectivity is reduced by 2-3 times in comparison with the asphalt pavement with a smooth surface. Also, the results of the studies showed that the wear of the road marking lines on the surface with high roughness after 3 months of operation is almost 2 times higher than the degree of road marking wear on the smooth surface. On cement pavement the decrease of retroreflectivity occurs more intensively during the first months of operation. The areas with cement pavement wear faster than on those with smooth asphalt pavement, but not as intensively as the areas with surface treatment. To ensure the durability of road marking on asphalt pavement with treated surface treatment and of cement pavement in comparison with the road marking on asphalt pavement with natural roughness, it is necessary to give preference to the road marking materials with higher viscosity (cold and hot plastics) or increase application of paint amount by 50-60 %, as well as increase the specific use of glass beads and of bigger fractions. Keywords: road marking, wear, surface treatment, retroreflectivity, paint, roughness.
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Abidin, AHZ, RC Omar, R. Roslan, Hairin Taha, and KA Sanusi. "Natural Coating from VG2S in Reducing Surface Temperature." International Journal of Engineering & Technology 7, no. 4.35 (November 30, 2018): 656. http://dx.doi.org/10.14419/ijet.v7i4.35.23079.
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Urban heat island (UHI) is a condition where urban area experiences increase in temperature than rural area caused by the affect from the modification of land surfaces. In urban areas, roads are one of the main elements that contribute to UHI as roads are mostly paved with dark pavement. When pavements become hotter, the excess heat is radiated back into the atmosphere resulting in a higher surrounding temperature than those in rural areas. The objective of this study is to develop a new coating material for pavers from VG2S that can reduce surface heat. Two methods were used in this study, immersed and layered methods for comparing standard paver with new innovated paver with VG2S coating. FLIR thermal imaging camera and infrared thermometer gun are used for measuring surface heat. The surface heat result shows reduction in surface temperature by 5°C to 10°C compared to uncoated standard sample and white paint color pave sample (control) which are slightly lower by 1°C to 2°C from coating sample. The studies demonstrated that VG2S coating can be applied as cool coatings and contribute to a significant reduction of the cooling demand in warm climates.
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Zhong, Yongqiang. "Research on Mechanical Properties of Nano-modified Epoxy Resin Color Anti-skid pavement Materials." E3S Web of Conferences 233 (2021): 01097. http://dx.doi.org/10.1051/e3sconf/202123301097.
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By referring to the domestic and foreign researches on color anti-skid pavement, the composition of epoxy resin coating material for color antiskid pavement is designed. The purpose of the experiment is to analyze the effect of nano-modified epoxy resin coating by adding 2.5% nano-organic montmorillonite modifier to the existing color anti-skid pavement surface material. Test and compare the change of mechanical properties of nano-modified epoxy resin coating binder before and after nano-modified. Then the effect of nano-modification is analyzed.
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Zhang, H., W. Quan, J. Liu, and F. Lai. "Thermosetting powder coating for asphalt pavement." Road Materials and Pavement Design 21, no. 1 (July 4, 2018): 217–36. http://dx.doi.org/10.1080/14680629.2018.1484383.
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Wang, Zheng, Yugang Xie, Minghao Mu, Lichao Feng, Ning Xie, and Na Cui. "Materials to Mitigate the Urban Heat Island Effect for Cool Pavement: A Brief Review." Buildings 12, no. 8 (August 12, 2022): 1221. http://dx.doi.org/10.3390/buildings12081221.
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The urban heat island (UHI) effect has a significantly negative impact on the living environment in urban areas. Asphalt pavement is one of the most widely used infrastructures that absorbs solar energy, which leads to the UHI effect and premature failure. As a result, cool pavement technology has been rapidly developed in recent years to mitigate the UHI effect originating from asphalt pavement. Although several outstanding review articles have analyzed previous studies on cool pavement technologies, very few review articles have focused on how to design and expand cool pavement technology from a materials perspective. In this mini-review article, the theoretical and practical factors of the solar reflective coatings and phase-change materials, which are significantly dependent on the design of new materials, have been summarized. The main challenges and potential problem-solving ideas have been presented. In a cool pavement, the solar reflective coatings are composed of epoxy resin or acrylic polymer matrix filled with solar reflective nanoparticles, such as TiO2, SiO2, ZnO, Al2O3, or Fe2O3. The main challenges of the solar reflective coatings are the spalling of the coating polymers from the asphalt pavement surface and the dispersion of the solar reflective nanoparticle in the polymer matrix. Most importantly, it is critical to harmonize the balance between the bonding strength, aging rate, solar reflectance, curing requirements, mechanical properties, and durability of the solar reflective coating. For the nanofillers, the cost of the filler materials, the balance between UV, visible light, and near-infrared reflectance and the dispersion status of the nanofillers in the polymer matrix are the primary factors that must be concerned. For the phase-change materials (PCMs), the interaction between the asphalt and the PCMs, the decomposition of the PCMs, the toxicity of the PCMs, the distribution status of the PCMs in the asphalt matrix, and the cost are the main factors that have to be considered in constructions. This review article can not only provide basic knowledge for the development of new solar reflective pavement materials but also serve as a guide for practical applications of cool pavement in the field.
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Wang, Hui, Ke Jin, Xinyu Dong, Shihao Zhan, and Chenghu Liu. "Preparation Technique and Properties of Nano-TiO2 Photocatalytic Coatings for Asphalt Pavement." Applied Sciences 8, no. 11 (October 25, 2018): 2049. http://dx.doi.org/10.3390/app8112049.
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According to the characteristics of asphalt pavement, a kind of nano-TiO2 photocatalytic coating was prepared by using the emulsified asphalt as the carrier. All of its properties met the technical requirements. An exhaust gas degradation test device and its test steps were developed. The evaluation indexes, cumulative degradation rate, and degradation efficiency, were put forward. From the two aspects of the nano-TiO2 content in photocatalytic coatings and the spraying amount of photocatalytic coatings in the surface of slabs (300 mm × 300 mm), the exhaust gas degradation effects, the performances of skid resistance, and the water permeability of asphalt mixture were analyzed. The test results showed that the cumulative degradation rate of exhaust gas was better when nano-TiO2 content was increased in the range of 0–8% and the spraying amount was changed in the range of 0–333.3 g/m2. In practical engineering applications, the anti-skid performance of asphalt pavement can be satisfied when the spraying amount of photocatalytic coating was limited to under 550 g/m2. The spraying amount of nano-TiO2 photocatalytic coating had little effect on the water permeability of the asphalt mixture. Therefore, 8% nano-TiO2 content in the coating and a 400 g/m2 spraying amount were finally recommended based on the photocatalytic properties, as well as for economic reasons.
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Chen, Xiao, Jian Ying Yu, Yi Yi, Huang Zhang, and Ya Gang Zha. "Preparation and Properties of Silicone Based Self-Deicing Coating." Materials Science Forum 898 (June 2017): 1545–52. http://dx.doi.org/10.4028/www.scientific.net/msf.898.1545.
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A silicone based self-deicing coating was prepared by blending of silicone solution and organics-coated NaCl deicing additive. The effects of deicing additive content and coating amount on freezing point of coating surface and adhesion force between ice and coating were investigated. The deicing durability of self-deicing coating was evaluated by immersion test. And the influence of silicone based self-deicing coating on friction coefficient and structure depth of asphalt pavement was researched. The experimental results showed that freezing point of coating surface and adhesion force between ice and coating decreased with the increase of the organics-coated NaCl content, freezing point and adhesion force of the self-deicing coating with 6wt.% organics-coated NaCl were-5.2°C and 24.5 N respectively. Immersion test results showed that the deicing performance had only a small reduction after immersion in water for 3 days,which indicated the self-deicing coating had good deicing durability. Moreover, silicone based self-deicing coating had slight influence on friction coefficient and structure depth of asphalt pavement due to the good permeability of silicone solution. The friction coefficient of asphalt pavement decreased by 10.4%, and the structure depth decreased by 6.1% when the amount of the self-deicing coating was 300 g/m2.
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Zhong, Yongqiang. "Research on Thermal Reflection and Cooling Curing Coating Material of Nano Modified Emulsified Asphalt for Urban Road Pavement." E3S Web of Conferences 261 (2021): 02051. http://dx.doi.org/10.1051/e3sconf/202126102051.
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Based on the development of thermal reflective coating materials at home and abroad, modified emulsified asphalt was selected as the substrate material and nano TiO2 was selected as the filler. Different filler dosage was selected, the optimal ratio of thermal reflective coating was obtained by analyzing the pavement temperature data measured in the field experiment. Finally, the construction technology of pavement thermal reflection coating material is described in detail.
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Chen, Yujing, Kui Hu, and Shihao Cao. "Thermal Performance of Novel Multilayer Cool Coatings for Asphalt Pavements." Materials 12, no. 12 (June 13, 2019): 1903. http://dx.doi.org/10.3390/ma12121903.
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Cool coatings are typically used to address high-temperature problems with asphalt pavements, such as rutting. However, research on the effect of the coating structure on the cooling performance remains a major challenge. In this paper, we used a three-layer cool coating (TLCC) to experimentally investigate the effects of the reflective layer, the emissive layer, and the thermal insulation layer on the cooling effect using a self-developed cooling effect evaluation device (CEED). Based on the test results, we further established temperature fields inside uncoated and coated samples, which were used to study how the TLCC affects the inner temperature field. Our results showed that the reflective layer was the main parameter influencing the cooling effect (8.18 °C), while the other two layers were secondary factors that further improved the cooling effect to 13.25 °C. A comparison of the temperature fields showed that the TLCC could effectively change the internal temperature field compared with the uncoated sample, for example, by reducing the maximum temperature inside, whose corresponding position was also deeper. As the depth increased, the cooling effect of the TLCC first increased and then decreased slowly. The results emphasize the importance of considering the effect of the coating structure on the cooling performance. This study provides a reference for effectively alleviating high-temperature distresses on asphalt pavement, which is conducive to the sustainable development of pavements.
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Yi, Yong, Yingjun Jiang, Qilong Li, Changqing Deng, Xiaoping Ji, and Jinshun Xue. "Development of Super Road Heat-Reflective Coating and Its Field Application." Coatings 9, no. 12 (November 29, 2019): 802. http://dx.doi.org/10.3390/coatings9120802.
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Heat-reflective coatings, used to reduce the asphalt pavement temperature and urban heat island effect, have a good cooling effect; coating development, however, generally focuses on cooling. This study aims to design a heat-reflective coating with both durability and cooling effect by considering the functions of each component, improving the coating bond strength and abrasion resistance, and conducting laboratory tests and test section verification. The coating developed exhibits bond strength and abrasion resistance 20% and 49%, respectively, higher than those of ordinary coatings. The experiments reveal a cooling effect of red coating up to 10.2 °C, a bond strength of up to 1.20 MPa at 25 °C, and an abrasion rate of up to 25% after 60 min; the cooling effect is basically the same as that for traditional heat-reflective coatings, but the bond strength and abrasion resistance significantly improved. In the analysis of the test section, the cooling effect reaches 7.0 °C, the performance of anti-skid decreases little, and the coating is still usable normally after 4 months.
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Zhang, Jiu Peng, Yun Hang Wang, Na Li, Zhi Jun Duan, Lei He, and Yu Hang Zhao. "Safe and Eco-Friendly Haze-Eliminating Pavement Coating." Advanced Materials Research 1052 (October 2014): 387–91. http://dx.doi.org/10.4028/www.scientific.net/amr.1052.387.
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The main purpose of the pavement coating is to reduce the haze by absorbing and degrading pm2.5 from automobile exhaust. Based on the investigation and analysis of the source and main composition of haze and pm2.5 and the physical and chemical properties of haze, the paper proposes the method of combining the absorption and catalytic degradation of active Al2O3 and nanometer TiO2 together. Through the experiments, the pavement coating which has the different ratio of active Al2O3 and nanometer TiO2 behaves differently on the effect of absorption and degradation of pm2.5, and the optimum dosage and ratio of active Al2O3 and nanometer TiO2 was found finally. The pavement coating which use the optimum dosage has the more obvious effect under the ultraviolet. And the water resistance and skid resistance performance can also meet the requirements.
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Onyshchenko, Artur, Mykola Garkusha, Oleg Fedorenko, Oleksandr Davydenko, and Sergii Tsepelev. "Prospects of application of cement concrete coating on transport buildings." Dorogi i mosti 2021, no. 23 (March 25, 2021): 178–96. http://dx.doi.org/10.36100/dorogimosti2021.23.178.
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Introduction. Road bridges are an integral part of the road network of transport infrastructure of Ukraine. The technical condition of the vast majority of road bridges does not meet modern requirements for road safety and structural reliability of structural elements.Problems. There are no recommendations for the design and installation of cement-concrete pavement on the reinforced concrete slab of the carriageway of road bridges, as well as an album of standard solutions of such structures.Goal. Analysis of the causes and types of cracking on cement concrete pavement, technical literature and current regulations on the calculation of crack resistance and durability of cement concrete pavement on the reinforced concrete slab of the carriageway of road bridges.Results. The analysis of application of a cement concrete covering on transport constructions is carried out. The causes and types of crack formation on cement-concrete pavement are established. The analysis of technical literature and current normative documentation on calculation of crack resistance and durability of cement concrete pavement on the reinforced concrete slab of road bridges is carried out.Conclusions. The analysis of prospects of application of a cement concrete covering on transport constructions is carried out in work.Keywords: road bridge, durability, reinforced concrete slab, crack formation, carriageway, crack resistance, cement concrete pavement
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Vysotskaya, M., A. Kurlykina, D. Kuznecov, and A. Tkacheva. "ROAD SURFACE OF THE PAVEMENT COATING BRIDGE." Bulletin of Belgorod State Technological University named after. V. G. Shukhov 6, no. 4 (May 7, 2021): 21–35. http://dx.doi.org/10.34031/2071-7318-2021-6-4-21-35.
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The current topic of the reliability of bridge structures in modern conditions and the role of the structural layers of the roadway (road surface) in increasing and maintaining their operational reliability and durability are considered. The existing standard designs of road surface clothing and the materials used for their arrangement are considered. The analysis and systematization of information from Russian and foreign sources on the construction of the clothing of the driving road indicates the prospects and technical and operational advantages of using cast asphalt concrete mixtures in the upper layers of the bridge pavement. It is noted that an effective road surface made of this material is capable of resisting existing loads, taking into account the specifics of the operation of the asphalt concrete surface during the established service life, additionally performing the protective waterproofing function of the metal structures of the bridge structure. The analysis of the literature demonstrates that active scientific research on the development and creation of effective cast asphalt concrete mixtures is primarily associated with the production and modification of its bituminous part, as a medium capable of initiating "self-healing" of the composite, independently eliminating structural defects. The rich experience of various methods of modifying bituminous binders, accumulated over the past few decades, allows to predict the prospects for using cast asphalt concrete in the construction of the roadway of bridge structures, based on improved binders, in order to create new high-quality materials that can improve the quality of the bridge network in the country.
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Labi, Samuel, and Kumares C. Sinha. "Effectiveness of Highway Pavement Seal Coating Treatments." Journal of Transportation Engineering 130, no. 1 (January 2004): 14–23. http://dx.doi.org/10.1061/(asce)0733-947x(2004)130:1(14).
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Sakhapov, Rustem, Marat Makhmutov, Regina Nikolaeva, and Muhammat Gatiatullin. "Asphalt granulate coating for roadsides." MATEC Web of Conferences 245 (2018): 02003. http://dx.doi.org/10.1051/matecconf/201824502003.
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The safety of road trains and other vehicles, the cost of maintenance and repair of roads largely depend on how well designed and calculated the design of the pavement. The research of many scientists and engineers is devoted to the design of pavement. Quantitative and qualitative changes in traffic flows cannot but affect the actual condition of road pavement and coatings, as well as the requirements for their operational condition. Road clothing is a structure that includes several layers of different materials, the base of which is the ground of the roadbed. The idea of deformability of the soil mass as a continuous homogeneous half-space has been developed for a long time and now continues to improve. Different technologies for the restoration of structural layers of the road surface were considered. On the basis of this work, it is possible to analyze the study of the state of roadsides and can be given suggestions for improving the calculation of the structures of their strengthening. As a result of the study, the reduction coefficients for the calculated vehicle were calculated with a different combination of longitudinal and transverse slopes of the roadway, a proportional increase in which will allow obtaining the reduction coefficients for all vehicles available in the flow, taking into account the slopes of the roadway.
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Sakhapov, Rustem, Marat Makhmutov, Regina Nikolaeva, and Muhammat Gatiatullin. "Asphalt granulate coating for roadsides." MATEC Web of Conferences 245 (2018): 03014. http://dx.doi.org/10.1051/matecconf/201824503014.
Full textAbstract:
The safety of road trains and other vehicles, the cost of maintenance and repair of roads largely depend on how well designed and calculated the design of the pavement. The research of many scientists and engineers is devoted to the design of pavement. Quantitative and qualitative changes in traffic flows cannot but affect the actual condition of road pavement and coatings, as well as the requirements for their operational condition. Road clothing is a structure that includes several layers of different materials, the base of which is the ground of the roadbed. The idea of deformability of the soil mass as a continuous homogeneous half-space has been developed for a long time and now continues to improve. Different technologies for the restoration of structural layers of the road surface were considered. On the basis of this work, it is possible to analyze the study of the state of roadsides and can be given suggestions for improving the calculation of the structures of their strengthening. As a result of the study, the reduction coefficients for the calculated vehicle were calculated with a different combination of longitudinal and transverse slopes of the roadway, a proportional increase in which will allow obtaining the reduction coefficients for all vehicles available in the flow, taking into account the slopes of the roadway.
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Pshembaev, M. K., Ya N. Kovalev, and L. I. Shevchuk. "ANALYSIS OF STRESS STATE IN UPPER LAYER OF ROAD CONCRETE PAVEMENT WITH TEMPERATURE ACTION." Science & Technique 16, no. 4 (July 6, 2017): 282–88. http://dx.doi.org/10.21122/2227-1031-2017-16-4-282-288.
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While being operated auto-road pavements are subjected to intensive mechanical impacts, ultraviolet ray irradiation, freeze-thaw temperatures, freezing and thawing, drying and moistening. Due to these actions various types of pavement distresses appear on the road pavement. The most significant and dangerous type of distresses is micro-cracks on the road surface. One of the main reasons for their formation is an action of weather and climatic factors that initiate large changes in temperature of coating surface and occurrence of large temperature gradients in the upper layer. In this context while designing and operating auto-roads it is rather essential to investigate a stress state in road surface which is caused by temperature action. Purpose of the described investigations is to determine permissible temperature gradients for cement-concrete pavements that exclude formation of micro-cracks on their surface and thickness of damaged surface layer. Calculations of road pavement have been carried out at various laws for temperature distribution in its depth. A finite difference method realized in PARUS software has been used for studying a stress state of cement-concrete auto-roads. Regularities for distribution of stresses in cement-concrete pavement of auto-roads have been obtained at various surface temperatures. Permissible temperature gradients in the upper pavement layer have been determined and thickness of the layer where micro-cracks are formed has been assessed in the paper. Strength criterion based on the process of micro-crack formation and development in the concrete has been used for calculations. Risk of micro-crack formation on the auto-road pavement depends on material strength, conditions of plate fixing and temperature gradients.
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Li, Hongfeng, Xiangwen Lin, and Hongguang Wang. "Fabrication and Evaluation of Nano-TiO2 Superhydrophobic Coating on Asphalt Pavement." Materials 14, no. 1 (January 4, 2021): 211. http://dx.doi.org/10.3390/ma14010211.
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In order to address water damage of asphalt pavement, reduce the occurrence of water-related potholes, deformation, and other diseases, and improve the performance and service life of the pavement, a nano-TiO2 superhydrophobic coating (PSC) on asphalt pavement was prepared from waterborne polyurethane and nano-TiO2 modified by stearic acid. FT-IR measured stearic acid successfully modified low surface energy substance on the surface of nano-TiO2. The SEM image shows that the PSC has a rough surface structure. The contact angle and rolling angle of the PSC in the contact angle test are 153.5° and 4.7°, respectively. PSC has a super-hydrophobic ability, which can improve the water stability of the asphalt mixture. Although the texture depth and pendulum value have been reduced by 2.5% and 4.4%, respectively, they all comply with the standard requirements. After the abrasion resistance test, the PSC coating still has a certain hydrophobic ability. These results surface PSC coating can effectively reduce water damage on asphalt pavement, and has considerable application value.
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Cardinali, Marta, Alessia Di Giuseppe, Alberto Maria Gambelli, Mirko Filipponi, Beatrice Castellani, Andrea Nicolini, and Federico Rossi. "Glass beads retro-reflective coating for building application: albedo assessment in urban canyon configurations." Journal of Physics: Conference Series 2177, no. 1 (April 1, 2022): 012033. http://dx.doi.org/10.1088/1742-6596/2177/1/012033.
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Abstract Materials for urban pavements and building coatings have a direct impact on urban thermal environment: low-reflective and highly absorptive materials, in fact, could contribute to the exacerbation of the Urban Heat Island (UHI) phenomenon, which negatively affects building energy consumptions and indoor and outdoor thermal comfort. These effects could be worsened especially in Urban Heat Canyon configurations, where the inter-building effect becomes more relevant. As regards UHI mitigation strategies, high-reflective (HR) and retro- reflective (RR) materials have been studied for their application as urban coatings, in order to provide a cooling effect inside urban canyons. In this framework, this study aims at comparing the albedo performance of HR and RR materials applied on a small scale urban canyon facility. To this aim, an in-field experimental campaign was conducted in two days during summer 2020. Different canyon coating combinations and height/width (H/W) ratios were investigated and compared in terms of albedo. Results show that an albedo worsening occurs when the RR coating was applied to the canyon’s surfaces, because of the lower global reflectance of the RR with respect to the HR. Nevertheless, the application of RR coating on walls, coupled with HR paint on pavement, lead to higher albedo values of up to 4.7%, with respect to the opposite mixed coating combination. Future developments may concern the investigation of the optimum design of a glass bead RR material for building application, by studying the correlation between its optical capabilities and the dimensions and density of the glass beads.
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Plehanova, S., and N. Vinogradova. "EXAMINATION OF THE QUALITY OF NANOMATERIALS IN THE DEVELOPMENT AND APPLICATION OF CIRCULATING RESOURCES IN CONSTRUCTION." Construction Materials and Products 4, no. 6 (January 7, 2022): 48–68. http://dx.doi.org/10.34031/2618-7183-2021-4-6-48-68.
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the advantage of the equality indicator is the relative simplicity of definition and the possibility of periodic moni-toring. According to the equality indicator, it is possible to assign repairs and predict the service life, assess the condition of the road surface. Experimental studies have proved that there is a connection between the evenness of the coating and the strength of the pavement, which opens up the possibility of determining the structural strength of non-rigid pavement, which provides a given evenness of the coating for the last year of operation be-fore major repairs. The question of assessing the impact of the unevenness of the road surface on the processes of development and accumulation of deformations, changes in the evenness of the coating during operation remain largely open. This is due to the multifactorial nature of the problem of predicting the equality of coverage, so it is advisable to use approaches based on direct measurement methods. Most of the existing models of interaction of a pneumatic or rigid wheel with a coating are designed for problems of pavement mechanics or car theory, therefore they cannot be unambiguously applied to determine the value of the dynamism coefficient. A significant disad-vantage of these solutions is insufficient consideration of the deformative properties (modulus of elasticity) of the pavement.
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Liu, Pengfei, Xiangrui Kong, Cong Du, Chaohe Wang, Di Wang, and Markus Oeser. "Numerical Investigation of the Temperature Field Effect on the Mechanical Responses of Conventional and Cool Pavements." Materials 15, no. 19 (September 30, 2022): 6813. http://dx.doi.org/10.3390/ma15196813.
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Conventional asphalt pavement has a deep surface color and large thermal inertia, which leads to the continuous absorption of solar thermal radiation and the sharp rise of surface temperature. This can easily lead to the permanent deformation of pavement, as well as aggravate the urban heat island (UHI) effect. Cool pavement with a reflective coating plays an important role in reducing pavement temperature and alleviating the UHI effect. It is of great significance to study the influence of temperature on the mechanical response of different types of pavement under vehicle loading. Therefore, this study examined the heat exchange theory between pavement and the external environment and utilized the representative climate data of a 24 h period in the summer. Two kinds of three-dimensional finite element models were established for the analysis of temperature distribution and the mechanical responses of conventional pavement and cool pavement. The results show that in this environmental condition, conventional pavement temperatures can exceed 50 °C under high temperatures in summer, which allows for the permanent deformation of pavement and further affects the service life of asphalt pavement. The temperature difference in a conventional pavement surface between 6 h (24.7 °C) and 22 h (30.2 °C) is much less than that between 22 h (30.2 °C) and 13 h (50.1 °C) in the summer. However, the difference in the vertical displacements of the pavement surface between 6 h and 22 h is much larger than that between 22 h and 13 h. One reason is that the difference in temperature distribution between the morning and night leads to changes in pavement structure stiffness, resulting in significant differences in vertical displacement. Cool pavement has a significant cooling effect, which can reduce the surface temperature of a road by more than 15 °C and reduce the vertical displacement of the pavement by approximately 11.3%, which improves the rutting resistance of the pavement. However, the use of cool pavement will not change the horizontal strain at the bottom of the asphalt base and will not improve the fatigue resistance of asphalt pavement. This research will lay the foundation for further clarifying the difference in the mechanical properties between the two types of pavements in the management and maintenance stage.
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Sun, Jie, Feng Liu, Li Chao Feng, and Ning Xie. "Coated Thermal Resistance/Heat Reflection Pavement Construction Technology." Applied Mechanics and Materials 716-717 (December 2014): 319–21. http://dx.doi.org/10.4028/www.scientific.net/amm.716-717.319.
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The high temperature of asphalt concrete pavement decreases its bearing capacity, thus leading to serious rutting. In this paper, a coated thermal resistance/heat reflection pavement construction technology with a coating of 2-3mm on the asphalt pavement is mainly introduced, which can reflect and prevent sunshine and reduce the surface temperature of asphalt pavement for the purpose of preventing rutting. In addition, the coated thermal resistance/heat reflection paving method is introduced, which is of certain reference to the promotion and application of coated thermal resistance/heat reflection pavement.
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Mukhametshina, Rumiya, and Ramil Zagidullin. "Road safety research in a safety audit." E3S Web of Conferences 274 (2021): 02005. http://dx.doi.org/10.1051/e3sconf/202127402005.
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The article reviews the option of how to make the top pavement of asphalt-concrete mixture adhere reliably to the base, which is the underlying cement-concrete coating. The bitumen-latex emulsion is suggested as a binder for the two pavement layers.
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Phuthotham, Matuphum, Laongdaw Techawinyutham, and Rapeephun Dangtungee. "Effect of Natural Rubber Compound (NRC)/ Methyl Methacrylate (MMA) Coating on Abrasion and Hardness, Adhesive and Shear Properties for Pavement Surface." Key Engineering Materials 856 (August 2020): 224–29. http://dx.doi.org/10.4028/www.scientific.net/kem.856.224.
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The efficiency of the modify natural rubber (NR) combination with methyl methacrylate (MMA) monomer for pavement surface was studied. The modified coating for pavement surface consisted of MMA resin and natural rubber compound (NRC) at the weight ratio of 70:30, 60:40, 50:50, 40:60 and 30:70, respectively. The effect of rubber in MMA was studied in terms of hardness (shore A and pencil tests), adhesive, abrasion and shear strength. The results showed that hardness (shore A) and adhesion of the compound coating slightly decreased with addition of NRC. Abrasion, hardness pencil tests and shear strength notably reduced as decreasing MMA and increasing NRC concentration. The most optimum sample satisfing the pavement surface standard is M7N3 consisting of MMA:NRC of 70:30.
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Ribas, Larissa Virgínia da Silva, Artur Paiva Coutinho, Laurent Lassabatere, Severino Martins dos Santos Neto, Suzana Maria Gico Lima Montenegro, Ana Emília Carvalho de Gusmão da Cunha Rabelo, Rafael Angulo Jaramillo, and Alfredo Ribeiro Neto. "Effect of the choice of different methods on the permeable pavement hydraulic characterization and hydrological classification." Journal of Hydrology and Hydromechanics 69, no. 3 (August 10, 2021): 332–46. http://dx.doi.org/10.2478/johh-2021-0018.
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Abstract The permeable pavement is a compensatory drainage technique for urban waters that aims to control runoff and to ensure ideal hydrological conditions. This work had as main objectives to evaluate the infiltration capacity of a permeable pavement (PP) at real scale, through analytical and numerical modeling. It relies on water infiltration experiments and related modeling for the hydrodynamic characterization of the coating layer (saturated hydraulic conductivity, Ks , and sorptivity, S). A large panel of analytical and numerical models was considered, and several estimates were obtained. Then, the criteria for the evaluation of the maintenance requirement of the permeable pavements were computed for all the Ks -estimates considering the NCRS standards (assessment of permeability levels). The results indicated nice fits and accurate estimates for both the saturated hydraulic conductivity and the sorptivity. However, the Ks -estimates depended on the considered model and led to contrasting results in terms of classification. For 8 of the 9 models, the value of the Ks -estimate leads to the classification of “Group A” of the NCRS soil classification, meaning a very permeable material. In contrasts, the last method (numerical inverse modeling) classified the permeable pavement as “Group D”, i.e., soils with low permeability. Those results show the importance of the selection of characterization methods regarding the assessment of the hydrological classification of permeable pavements.
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Réus, Thaís Ferrari, and Heliana Barbosa Fontenele. "Effect of variations in layer thickness and resilience modulus on flexible pavement performance." Research, Society and Development 10, no. 8 (July 15, 2021): e42610817466. http://dx.doi.org/10.33448/rsd-v10i8.17466.
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A pavement mechanistic-empirical analysis is based on a pre-designed structure checked for required performance criteria. In case the latter are not met, this structure is modified and reprocessed. In this context, analyzing the effect of variations in project parameters on pavement performance prediction subsidizes a better understanding of results provided by computer programs. The objective of this study is to assess the effect of layer thickness and resilience modulus variations on flexible pavement performance. To do so, performance was estimated for the 20th project year through Elastic Layered System Model 5 (ELSYM5) software and American Association of State Highway and Transportation Officials (AASHTO) Mechanistic-Empirical method (ME). Using multiple regression models for result adjustment and through statistical assessments on regression coefficients calculated, it can be concluded that pavement lifespan consumption, predicted by simulations on ELSYM5, is sensitive to variations in coating and subbase thickness and in subgrade resilience modulus. For AASHTO ME method, predicted values for distresses were significantly sensitive to variations in coating, base and subbase thickness, and in base and subgrade resilience modulus. Comparing both approaches, it is concluded that ELSYM5 can be a viable alternative to the application of a ME pavement design method.
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Strokova, V., V. Babaev, I. Markova, K. Sobolev, and V. Nelyubova. "COMPARATIVE EVALUATION OF ROAD PAVEMENT STRUCTURES USING CEMENT CONCRETE." Construction Materials and Products 2, no. 4 (June 27, 2020): 56–63. http://dx.doi.org/10.34031/2618-7183-2019-2-4-56-63.
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the results of studies on the use of modified basalt fiber reinforced cement concrete coating in the design of hard pavement are presented. It is shown that the use of fiber cement concrete in road structures allows to reduce the thickness of the coating, while having a margin of safety in the concrete layer, and the frame of micro-reinforcing components allows to reduce penetrating loads.
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Xu, Yinshan, Yingjun Jiang, Jinshun Xue, Xi Tong, and Yuanyuan Cheng. "High-Performance Semi-Flexible Pavement Coating Material with the Microscopic Interface Optimization." Coatings 10, no. 3 (March 13, 2020): 268. http://dx.doi.org/10.3390/coatings10030268.
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This paper aims to optimize the asphalt-mortar interface characteristics of semi-flexible pavement coating material (SFPCM), three types of the interface modifiers, namely the silane coupling agent, carboxylated styrene-butadiene latex, and cationic emulsified asphalt, are selected to add into the cement mortar to optimize the asphalt-mortar interface. The microscopic characteristics of the asphalt-mortar interface and the macroscopic pavement performance of the SFPCM after the interface optimization are investigated to reveal the effect of interface modifiers and determine the best formula. Results show that: (1) The dry shrinkage of the cement mortar is increased with the increased dosage of the interface modifiers, while the strength is decreased accordingly; (2) the optimum dosages of the silane coupling agent, carboxylated styrene butadiene latex, and cationic emulsified asphalt are 0.5%, 10%, and 5%, respectively; (3) the microscopic asphalt-mortar interface characteristics of the SFPCM with different interface modifiers have significant differences; (4) the SFPCM with the cationic emulsified asphalt presents the best pavement performance, particularly the high-temperature stability. These results can be attributed to improve the pavement properties of SFPCM.
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Yu, Huanan, Wan Dai, Guoping Qian, Xiangbing Gong, Dayao Zhou, Xi Li, and Xinglin Zhou. "The NOx Degradation Performance of Nano-TiO2 Coating for Asphalt Pavement." Nanomaterials 10, no. 5 (May 8, 2020): 897. http://dx.doi.org/10.3390/nano10050897.
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The NOx degradation performance of nano-TiO2 as a coating material for the road environment was evaluated in this research. The nano-TiO2 coating materials for both road surface and roadside were prepared by using anatase nano-TiO2, activated carbon powder, silane coupling agent and deionized water. The impact of varying amounts of coating material and silane coupling agent were evaluated. The road environment of NOx degradation was simulated by the photocatalytic test system designed by the research team. For the road surface coating, the photocatalytic degradation experiments of NO under different radiation intensities were carried out. The results show that the material has good photocatalytic degradation performance, and the proper amount of silane coupling agent can enhance the bonding performance of the material and asphalt mixture. For the roadside coating, sodium dodecylbenzene sulfonate was selected as the surfactant to carry out the photocatalytic degradation experiment of NO2 with different dosages of surfactant. The results showed that when the mass ratio of nano-TiO2 and surfactant was about 1:2, the catalytic degradation effect of the material was the best.
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Cao, Xue Juan, Bo Ming Tang, Hong Zhou Zhu, and Wen Zhen Li. "Preparation and Performance Research of Thermosetting Heat-Reflective Coating for Asphalt Pavement." Advanced Materials Research 150-151 (October 2010): 44–50. http://dx.doi.org/10.4028/www.scientific.net/amr.150-151.44.
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Taking modified unsaturated polyester as the matrix resin, methyl ethyl ketone peroxide (MEKPO) and cobalt naphthenate as the redox system, and TiO2, SiO2 and hollow glass beads as the functional fillers, a thermosetting heat-reflective coating with good temperature-reduction effects and wearing resistance, which can be quickly solidified under the room temperature has been produced. In accordance to the research, the amount of solidifying agent and accelerant has great bearing on the gelation time of the coating, and the optimum usage for this system of which will be: 2.5% cobalt naphthenate and 2% MEKPO or 3% cobalt naphthenate and 2% MEKPO; as the increase of the fillers, the temperature reduction effects will be quickly enhanced at the beginning, and then tend to be stable, when the quantity of the fillers is less than 10%, the covering effect of the coating is not obvious, when it is more than 20%, construction difficulties will occur because of the excessive viscosity of the coating. Fillers of 14% with low viscosity and better temperature reduction effect is recommended; as the ratio of TiO2 to SiO2 decreases, the temperature reduction effect of the coating is weakened while the abrasion resistance strengthened and the glossiness reduced; the addition of hollow glass bead can better realize the temperature reduction of the coating, however the glossiness of which will be increased; Colored pigments have slightly negative impact on the temperature reduction of coating. The prepared coating has good abrasion resistance, and can reduce the pavement temperature by almost 10 during hot seasons when it is applied on pavement.
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Sen, Sushobhan, Jeffery Roesler, Benjamin Ruddell, and Ariane Middel. "Cool Pavement Strategies for Urban Heat Island Mitigation in Suburban Phoenix, Arizona." Sustainability 11, no. 16 (August 17, 2019): 4452. http://dx.doi.org/10.3390/su11164452.
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Urban areas are characterized by a large proportion of artificial surfaces, such as concrete and asphalt, which absorb and store more heat than natural vegetation, leading to the Urban Heat Island (UHI) effect. Cool pavements, walls, and roofs have been suggested as a solution to mitigate UHI, but their effectiveness depends on local land-use patterns and surrounding urban forms. Meteorological data was collected using a mobile platform in the Power Ranch community of Gilbert, Arizona in the Phoenix Metropolitan Area, a region that experiences harsh summer temperatures. The warmest hour recorded during data collection was 13 August 2015 at 5:00 p.m., with a far-field air temperature of about 42 ∘ C and a low wind speed of 0.45 m/s from East-Southeast (ESE). An uncoupled pavement-urban canyon Computational Fluid Dynamics (CFD) model was developed and validated to study the microclimate of the area. Five scenarios were studied to investigate the effects of different pavements on UHI, replacing all pavements with surfaces of progressively higher albedo: New asphalt concrete, typical concrete, reflective concrete, making only roofs and walls reflective, and finally replacing all artificial surfaces with a reflective coating. While new asphalt surfaces increased the surrounding 2 m air temperatures by up to 0.5 ∘ C, replacing aged asphalt with typical concrete with higher albedo did not significantly decrease it. Reflective concrete pavements decreased air temperature by 0.2–0.4 ∘ C and reflective roofs and walls by 0.4–0.7 ∘ C, while replacing all roofs, walls, and pavements with a reflective coating led to a more significant decrease, of up to 0.8–1.0 ∘ C. Residences downstream of major collector roads experienced a decreased air temperature at the higher end of these ranges. However, large areas of natural surfaces for this community had a significant effect on downstream air temperatures, which limits the UHI mitigation potential of these strategies.
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Sarkisian, H., V. Tymoshevskyi, and S. Urdzik. "METROLOGICAL SUPPORT OF GEODETIC WORKS IN THE ROAD ROUGHNESS MEASURING." Municipal economy of cities 6, no. 166 (November 30, 2021): 130–33. http://dx.doi.org/10.33042/2522-1809-2021-6-166-130-133.
Full textAbstract:
Most of the transport and operational indicators that directly affect the road roughness depend on the roughness of coverage. Therefore, the control and timely monitoring of the road roughness is an extremely important issue that needs the attention of road maintenance services. At monitoring of the road roughness it is most expedient to use a technique of leveling of a covering. The method of leveling the coating provides more detailed information about the coating and allows you to determine the smallest deformations on the road coating, which may be at the first stage of their development, especially at that stage of their development, and show roughness and various parameters. One of the main tasks of measurements in the process of performing geodetic works is not only to obtain the measurement result, but also to assess its reliability. The required quality of instrumental measurement can not be achieved without adhering to the principles of unity and the required accuracy of measurements, so much attention should be paid to the metrological support of geodetic works. The purpose of this article is to analyze the metrological support of geodetic works in determining the pavement roughness and substantiation of the required accuracy of measuring the non-rigid pavement roughness. On the basis of dependences for determining the coefficient of dynamic load on pavement and the correlation between the pavement roughness and the coefficient of dynamic load and on the basis of experimental data, the necessary accuracy of measuring the non-rigid pavement roughness is substantiated. Based on the analysis, it was found that the accuracy of determining the height of the irregularities should not exceed 0.5 mm, for which it is necessary to use optical or electron-optical levels.
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Liang, Chou Fu, Hung Yu Wang, Jun Kai Lu, and Hsien Chou Chen. "The Investigation of Colored Normal-Temperature Asphalt Concrete." Advanced Materials Research 723 (August 2013): 686–93. http://dx.doi.org/10.4028/www.scientific.net/amr.723.686.
Full textAbstract:
Colored asphalt concrete refers to asphalt concrete pavement that pigments are added in or colorful stones are mixed with, pigments added de-colored petroleum resin asphalt pavement, or modified asphalt pavement with water permeability sprayed with colorful resin coating. It is indispensable to develop traffic safety and embellish street environment. Taiwan is a tropical island. In summer, black pavement absorbs heat and produces greenhouse effect, which is called the heat island effect. Due to the weather factors or outer forces, it is difficult to refill or repair the pits or holes on colored asphalt pavement. The aim of this study is to develop a repairing material package by using Marchshall Mix Design to solve the problem of colored pavement repairing. Furthermore, the repairing material package is packed in 40 kg package which is convenient for operation by using simple tools. Ultimately, life quality will be improved as well.
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Osborn, David, Marwa M. Hassan, and Heather Dylla. "Quantification of Reduction of Nitrogen Oxides by Nitrate Accumulation on Titanium Dioxide Photocatalytic Concrete Pavement." Transportation Research Record: Journal of the Transportation Research Board 2290, no. 1 (January 2012): 147–53. http://dx.doi.org/10.3141/2290-19.
Full textAbstract:
Field trials of photocatalytic pavements were recently initiated and are being considered by many states (e.g., Virginia, Texas, New York, and Missouri). Results from this study are from the country's first air-purifying asphalt and concrete photocatalytic pavements on December 20, 2010. The test area was a pavement site located on the Louisiana State University campus in Baton Rouge. The objective of this study was validation of photocatalytic degradation of nitrogen oxides (NOx) at the test site by measuring nitrate salts (NO3) deposited on the pavement surface. With quantification of the nitrate levels produced in the field attributable to photocatalytic activity, measurements were correlated to laboratory test results of NOx reduction efficiency. A field sampling procedure of NO3 deposited on the pavement surface is presented. On the basis of the results of the experimental program, the proposed method to quantify photocatalytic efficiency through nitrate measurements was successful. There was definite evidence that photocatalytic degradation of NOx was taking place in the treated section. In addition, the photocatalytic process was active during the first 4 days followed by a slight decrease in degradation of NOx. Full regeneration of photo catalytic activity took place through a self-cleaning process during a rain event. Six months of traffic and in-service operating conditions had negligible effects on the efficiency of the photocatalytic coating. In addition, there was good agreement between nitric oxide removal efficiency measured in the field after one day of nitrate accumulation and in the laboratory at the same relative humidity.
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Baran, Serhii, Olena Bilobrytska, Viktor Bondar, Oleksandr Kutsman, and Lyudmila Shevchuk. "Temperature oscillations influence in asphalt concrete layers on stress-deformed condition of road pavement." Automobile Roads and Road Construction, no. 110 (2021): 11–17. http://dx.doi.org/10.33744/0365-8171-2021-110-011-017.
Full textAbstract:
The durability of asphalt pavement depends on the stress-strain state of the pavement structure, which is significantly affected by temperature fluctuations. The calculation and analysis of the stress-strain state of typical pavement structures with asphalt concrete pavement for roads at different temperatures of their operation are performed. It is established that a significant role in predicting the strength and durability of asphalt pavement is played by temperatures that vary in annual and daily conditions. Tensile stresses in the coating occur not only at low temperatures during the spring waterlogging of soils, but also at other temperatures. Thus, with increasing temperature, the modulus of elasticity of asphalt concrete naturally decreases, which leads to a decrease in the value of horizontal normal tensile stresses of asphalt concrete layers during their bending during transport, but at the same time more significantly reduces the tensile strength of asphalt concrete.