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Статті в журналах з теми "Pavement coating"
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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.
Повний текст джерелаАнотація:
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.
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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.
Повний текст джерелаАнотація:
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.
3
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.
Повний текст джерелаАнотація:
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.
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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.
Повний текст джерелаАнотація:
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.
Повний текст джерелаАнотація:
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.
Повний текст джерелаАнотація:
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.
Повний текст джерелаАнотація:
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.
Повний текст джерелаАнотація:
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.
Повний текст джерелаАнотація:
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.
Повний текст джерелаАнотація:
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.
Дисертації з теми "Pavement coating"
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Wallace, Efoé Rodrigue. "On the rolling contact between multi-layered bodies, application to tire-pavement modelling." Thesis, Lyon, 2022. http://theses.insa-lyon.fr/publication/2022LYSEI014/these.pdf.
Повний текст джерелаАнотація:
Cette thèse a été consacrée au développement d’un outil numérique de dimensionnement des chaussées. En effet, la récurrence des dégradations observées à la surface des chaussées, pousse la recherche scientifique à s’intéresser à leur compréhension. Le but est donc de mieux cerner l’origine de ces dégradations, mieux les prédire afin de mieux les maîtriser dans le processus de dimensionnement des chaussées. C’est dans cette optique que s’inscrit la présente étude. Pour ce faire, une étude numérique est réalisée. Elle est basée sur une modélisation semi-analytique du contact. La méthode couple des solutions analytiques et des méthodes d’accélération numériques telles que la méthode du gradient conjugué (CGM) et les algorithmes de transformée de Fourier rapide (FFT). Pour atteindre une modélisation plus réaliste du contact pneu-chaussée, trois principaux aspects sont modélisés dans ce travail. Dans un premier temps, il est important de prendre en compte l’aspect multicouches de la structure de la chaussée. On utilise les coefficients de Papkovich-Neuber qui donnent des formes pour les contraintes et déplacements élastiques. En faisant une transformée de Fourier de ces dernières et en résolvant les conditions aux limites, on obtient les coefficients d’influence d’un espace semi-infini multi-couches avec un nombre quelconque de couches. Deuxièmement, la viscoélasticité est intégrée. Il s’agit de mettre en exergue le comportement viscoélastique des chaussées dû principalement à l’utilisation significative de l’asphalte dans la composition des matériaux. Afin d’intégrer ce comportement viscoélastique, une méthode de correspondance Elastique/Viscoélastique est proposée. Cette méthode impose de recalculer les coefficients d’influence à chaque pas de temps, occasionnant ainsi une augmentation des temps de calcul. Toutefois, les simulations restent très rapides par comparaison avec la méthode des Eléments Finis. Troisièmement, le contact roulant est modélisé avec la prise en compte des effets tangentiels et du coefficient de frottement statique. Le but est de pouvoir analyser les régimes transitoires (accélération, freinage, virage, etc.) pendant le roulement. Pour ce faire, il faut prendre en compte non seulement l’effort normal appliqué au contact, mais aussi le frottement à l’interface et les efforts tangentiels et éventuellement un moment de torsion. Les différents aspects de la modélisation sont validés avec des modèles de la littérature. De plus, différentes études paramétriques permettent de mieux saisir les aspects sus cités. L’application du modèle au contact pneu-chaussée a permis de montrer que dans les cas transitoires tels que l’accélération, le freinage, le virage, le dérapage, les effets tangentiels entrainent un accroissement significatif des contraintes dans la structure chaussée, surtout près de la surfaceThe purpose of this thesis has been the development of a dimensioning tool for pavement design. In order to better understand their surface degradations (mainly rutting and cracking), a modelling study is carried out. This modelling task has been performed with contact mechanics tools. Particularly, a semi-analytical model has been developed, based on Fast Fourier Transform (FFT) and Conjugate Gradient Method (CGM) algorithms. With view to achieve a more realistic modelling of the tire-pavement contact, the focus has been put on three aspects of the contact problem. Firstly, the multi-layered aspect of the pavement has been considered. Using the Papkovich-Neuber potentials, the influence coefficients have been found in the Fourier frequency domain. A numerical inversion using FFT algorithms has allowed to find the influence coefficients in the space domain. Secondly, the viscoelastic behaviour of asphaltic materials, used in roads construction, has been accounted. To this aim, an Elastic/Viscoelastic correspondence has been proposed. This correspondence imposes to recalculate the influence coefficients at every time step. These additional calculations imply an increase of the computation time; however, the simulations remain straight and fast. In addition, the proposed correspondence is exact in some cases (especially in steady-state regime); and it is an approximation in the other cases where the committed error has been shown to be marginal. Thirdly, the effects of the tangential overall forces have been integrated to the rolling contact. The goal is that the present tool can be able to simulate acceleration, braking, turnaround, etc. cases where tangential forces and/or moment are applied on the wheel in addition to the normal force (which is generally the weight of the car or truck). This tractive rolling contact has been solved between elastically dissimilar bodies submitted not only to tangential forces but also to a spinning moment. All these aspects, introduced together in the model, have allowed to perform various parametric analyses for a better grasp of their influence on general contacts. Furthermore, an application of the developed model has allowed to simulate realistic cases of rolling contact between the tire and the pavement. From examples such as acceleration, turnaround and drift, it has been proven that the tangential forces increase significantly the overall stresses
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Loiola, Paulo Roberto Reis. "Estudo de agregados e ligantes alternativos para emprego em tratamentos superficiais de rodovias." reponame:Repositório Institucional da UFC, 2009. http://www.repositorio.ufc.br/handle/riufc/3670.
Повний текст джерелаАнотація:
LOIOLA, P. R. R. Estudo de agregados e ligantes alternativos para emprego em tratamentos superficiais de rodovias. 2009. 206 f. Dissertação (Mestrado em Engenharia de
Transportes) - Centro de Tecnologia, Universidade Federal do Ceará, Fortaleza, 2009.Submitted by Marlene Sousa (mmarlene@ufc.br) on 2012-08-30T15:55:47Z No. of bitstreams: 1 2009_dis_prrloiola.pdf: 14509021 bytes, checksum: df49908df016bf23afa7d9a129b9b405 (MD5)
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The superficial treatment can be defined as a coating of low cost, consisting of a slender layer of asphalt binder and mineral aggregate. It has been used in most of the roads in Ceará with low to medium traffic volume, existing few studies for this covering type in the technical middle and academic. The main objective of this study was to evaluate the performance of mineral aggregate and steel slag applied with conventional emulsions and modified by polymer coating for double surface treatment. For this purpose, were cast in the laboratory and field tests on asphalt blankets, coverings, double surface treatment, with applications of mineral aggregate and steel slag with asphalt emulsion RR-2C (modified whith polymer and not modified polymer). For analysis of the taxes of the different aggregate and binder the asphalt blankets were submitted to the tested in the Wet Track Abrasion Test (WTAT). The coatings fabricate were also subjected to tests Spot Sand and Pendulum British to analyze the characteristics of their textures. The aggregates were subjected to tests of resistance to abrasion Los Angeles, shape and texture, density, absorption, particle size, adhesiveness, durability, chemical analysis, scalability, solubilization and leaching. Samples of emulsion were evaluated using laboratory tests such as viscosity, Saybolt Furol, sedimentation, particle charge, residue by evaporation, sifting, pH, breaking rate emulsifying, penetration, elastic recovery, softening point and ductility. Aggregates and emulsions used had characteristics suitable for application in surface treatment. The results for WTAT, Channel Sand and British Pendulum tests showed the technical feasibility of materials for use in surface treatment.
O tratamento superficial pode ser definido como sendo um revestimento de baixo custo, constituído de uma camada esbelta de ligante betuminoso e agregado mineral. Ele tem sido usado em grande parte das rodovias cearenses de baixo e médio volume de tráfego, existindo poucos estudos para este tipo de revestimento no meio técnico e acadêmico. O principal objetivo desse trabalho foi avaliar o desempenho do agregado mineral e siderúrgico aplicados com emulsões convencionais e modificadas por polímero em revestimento do tipo tratamento superficial duplo. Para tanto, foram moldados em laboratório e em campo, sobre mantas asfálticas, revestimentos em tratamento superficial duplo, com aplicações de agregado mineral e siderúrgico com emulsão asfáltica RR-2C (melhorada por polímero e sem polímero). Para análise das taxas dos diferentes agregados e ligantes as mantas asfálticas foram submetidas ao ensaio de Wet Track Abrasion Test (WTAT). Os revestimentos fabricados também foram submetidos aos ensaios de Mancha de Areia e Pêndulo Britânico para análise das características das suas texturas. Os agregados foram submetidos aos ensaios de resistência à abrasão Los Angeles, forma e textura, densidade, absorção, granulometria, adesividade, durabilidade, análise química, expansibilidade, solubilização e lixiviação. As amostras de emulsão foram avaliadas através de análises laboratoriais, tais como: viscosidade Saybolt-Furol, sedimentação, carga da partícula, resíduo por evaporação, peneiração, pH, desemulsibilidade, penetração, recuperação elástica, ponto de amolecimento e ductilidade. Os agregados e emulsões usados apresentaram características adequadas para aplicação nos tratamentos superficiais. Conclui-se que os resultados apresentados nos ensaios de WTAT, Mancha de Areia e Pêndulo Britânico mostram a viabilidade técnica dos materiais para uso em tratamento superficial.
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Vaughan, Karl Andrew. "An investigation of cement coating for aggregates in bituminous material." Thesis, Liverpool John Moores University, 1999. http://researchonline.ljmu.ac.uk/5989/.
Повний текст джерелаАнотація:
This research was designed to investigate the properties of aggregate with a new cement coating applied, and to test the effect of including this aggregate in a bituminous road mixture. The investigation was divided into three main areas of study. They were, chemical and physical testing of the aggregate, and testing of a bituminous road mixture containing the modified aggregate, namely porous asphalt wearing course. Chemical testing involved a regime to show the affinity between coated and uncoated aggregates, and bitumen, in terms of adsorption, and desorption in the presence of water. Physical testing included all the common tests for demonstrating the advantageous properties of an aggregate. These tests included, the shear box test, the polished stone value test, the aggregate crushing value test and tests for surface roughness. Porous asphalt was chosen as a suitable road material for testing the effects of the modified aggregate on a bituminous material, as it is a stone matrix dependant mixture and is currently enjoying increased acceptance Europe wide as a driver friendly, high quality surfacing material. Tests applied included the repeat load axial, and the repeat load indirect tensile tests. In order to undertake large parts of the testing program, much of the equipment was constructed by the researcher at Liverpool John Moores University (LJMU). This included the shear box apparatus and the repeat load axial test apparatus. These were both designed to the relevant British standards and verified as being so. Observations made during the testing programme showed the coated aggregates displayed a useful improvement in their chemical and physical properties over uncoated aggregates in almost all the areas tested. Future recommendations include mass production prototyping so that the coated aggregate mixtures can be placed in road trial sections.
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Silva, Eduardo Souza da. "Utilização de resíduo de fresagem de pavimentos asfálticos em bases estabilizadas granulometricamente e em revestimentos asfálticos na cidade de Manaus." Universidade Federal do Amazonas, 2013. http://tede.ufam.edu.br/handle/tede/4622.
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This work aimed to study the reuse of the milled residue of asphalt pavement removed during maintenance of urban roads. In this case study, aggregates and asphalt cement oil (CAP) aged, coming from damaged and subsequently milled through analysis and testing laboratories pavement were analyzed according to each material corresponding to Brazilian Standards (NBR) used in the production of layers the deck, as regards the manufacture of the base and the asphalt coating. The measurement methods for the production of milled mixtures with residual asphalt pavement and their percentages with pure soil were also analyzed, the latter characterized as a low soil bearing capacity in order to achieve the best strength, providing a durability in the underlying layers and reuse of the same milled material for asphalt coating of these layers, with significant savings on their possible applications in future maintenance. Thus, one can avail this stuff to stabilize a soil that did not meet the necessary requirements of the regulatory standards for such purposes, and intuited to give due importance to the concern for environmental issues, which are being addressed particularly sharply in today, minimizing the degradation of deposits of sand and river beds in relation to the removal of boulder, thus decreasing logistics costs, transportation and acquisition of new ones. The experimental results of recycled asphalt mixture to 100% of the milled asphalt pavement waste, evaluated in this study were compared with the results obtained for conventional mixtures and indicated that such a mixture can be used as an alternative for coating urban roads , given the conditions required in regulations on this matter. The ground reference mixtures with milled asphalt pavement residue (RFA) were compatible with the demands of a pavement of heavy traffic volume mechanical behavior. The results were satisfactory, highlighting the positive use of the RFA for application in the base layers of urban pavements. It is noteworthy that studies on the use of this type of waste in pavement, are rare in the city of Manaus and this research adds an exploratory knowledge of their potential applicability.
Este trabalho teve como objetivo estudar a reutilização do resíduo fresado do pavimento asfáltico retirado nas manutenções de vias urbanas. Nesse processo de estudo, foram analisados os agregados e o cimento asfáltico de petróleo (CAP) envelhecido, oriundos de pavimento deteriorado e posteriormente fresado, através de análises e ensaios de laboratórios segundo as normas brasileiras (NBR) correspondentes a cada material aplicado na produção das camadas do pavimento, no que diz respeito à confecção de base e ao revestimento asfáltico. Também foram analisados os métodos de dosagem para a produção das misturas com o resíduo fresado de pavimento asfáltico e suas respectivas porcentagens com o solo puro, este último caracterizado como um solo de baixa capacidade de suporte, no intuito de alcançar a melhor resistência, proporcionando uma maior durabilidade nas camadas subjacentes e ao reaproveitamento do mesmo material fresado para o revestimento asfáltico dessas camadas, com uma economia significativa nas suas possíveis aplicações em manutenções futuras. Assim, pode-se aproveitar esse material para estabilizar um solo que não atendia os requisitos necessários exigidos pelas normas regulamentadoras para esses fins, e no intuído de dar a devida importância na preocupação com as questões ambientais, que estão sendo abordadas de forma bastante acentuada nos dias atuais, minimizando a degradação de jazidas de areia e leitos de rios no que tange à retirada de seixo rolado, diminuindo assim os custos de logística, transporte e a aquisição de novos agregados. Os resultados experimentais da mistura asfáltica reciclada a 100%, do resíduo fresado do pavimento asfáltico, avaliadas nessa pesquisa foram comparados com os resultados obtidos para misturas convencionais e indicaram que tal mistura pode ser usada como alternativa para revestimento de vias urbanas, atendendo os requisitos exigidos em normas referentes ao assunto. As misturas solo de referência com resíduo fresado do pavimento asfáltico (RFA) apresentaram um comportamento mecânico compatível com as exigências de um pavimento de volume de tráfego pesado. Os resultados obtidos foram satisfatórios, ressaltando o emprego positivo do RFA para aplicação em camadas de base de pavimentos urbanos. Ressalta-se que os estudos sobre a utilização desse tipo de resíduo em pavimentação, são raros na cidade de Manaus e essa pesquisa agrega um conhecimento exploratório do potencial de sua aplicabilidade.
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Gonçalves, Ricardo Freire. "Proposta de ajuste nas energias de compactação para dosagem de misturas asfálticas com uso de compactador giratório em função da estrutura de pavimento." Universidade de São Paulo, 2018. http://www.teses.usp.br/teses/disponiveis/18/18143/tde-07022019-144409/.
Повний текст джерелаАнотація:
Os pavimentos asfálticos brasileiros são projetados para durar, em média, 10 anos, contudo, em muitos casos, com poucos meses passados da abertura ao tráfego, começam a apresentar problemas que comprometem seu desempenho. Supõe-se que parte principal deste problema resida no fato de ser construído com revestimento asfáltico com espessura inferior às que são usadas nos países que nos servem de referência técnica, o que resulta em maiores esforços. Porém, além do aspecto estrutural, este trabalho aborda, principalmente, os efeitos na dosagem de misturas asfálticas, pois os critérios estabelecidos levam em conta o efeito do tráfego considerando estruturas com 15 cm ou mais de espessura do revestimento asfáltico. Portanto, a energia de compactação em laboratório considerada para a simulação do tráfego atuando em uma estrutura de pavimento com 15 cm de revestimento asfáltico não deve ser a mesma quando a espessura do revestimento for muito menor, pois as respostas estruturais, tensão e deformação, são muito diferentes nos dois casos, sendo as estruturas mais esbeltas submetidas a maiores solicitações do tráfego, o que deveria ser considerado quando da dosagem de misturas asfálticas em laboratório, particularmente no Brasil. Há outros agravantes, como a concentração de tensões associada à maior pressão de enchimento dos pneus e o tráfego de veículos com excesso de carga por eixo. O objetivo deste trabalho é propor uma tabela com faixa de valores do número de giros de compactação de misturas asfálticas, para diferentes níveis de tráfego, adaptada da tabela do Superpave e corrigida segundo critérios de análise de danos equivalentes em função da espessura de revestimento. Além da análise estrutural, teórica, foi desenvolvido um trabalho laboratorial, com misturas asfálticas dosadas pelo método Superpave, considerando-se todos os níveis de tráfego e os respectivos número de giros de projeto do compactador giratório. As misturas asfálticas foram projetadas para o teor ótimo de ligante correspondente a um volume de vazios de 4%. Os corpos de prova foram compactados segundo sete níveis de energia de tráfego, conforme estabelecido no método Superpave, com determinação de propriedades volumétricas (VAM, Vazios do Agregado Mineral, RBV, Relação Betume-Vazios, e TF, Teor de Fíler) e mecânicas (MR, Módulo de Resiliência, e RT, Resistência à Tração). Os resultados foram comparados pelos testes estatísticos não paramétricos U de Mann-Whitney e KS (Kolmogorov-Smirnov), que avaliam se duas amostras possuem distribuições de valores similares ou não. As propriedades volumétricas (VAM, RBV e TF) variaram significativamente com a energia de compactação, sendo que seus valores médios diminuíram com o aumento da energia de tráfego, enquanto que as propriedades mecânicas (MR e RT) apresentaram aumento de valor com o aumento da energia do tráfego de projeto, ainda que, em energias contíguas, tenha havido pequena diferença. Foi constatado maior influência da temperatura de realização de ensaios de MR e RT para os maiores níveis de energia de tráfego, ou seja, há maior diminuição de MR e RT com o aumento da temperatura para as misturas produzidas com um maior número de giros. Foi realizada análise estrutural com o programa ELSYM5, considerando-se diferentes espessuras de revestimentos asfálticos e propriedades semelhantes às das misturas asfálticas projetadas. Os resultados permitiram análises de vida de fadiga e de danos equivalentes, sob diferentes esforços, decorrentes de redução na espessura do revestimento ou de sobrecargas do tráfego. A vida de fadiga apresentou tendência de aumento com o nível de tráfego considerado para dosagem da mistura asfáltica, mas com tendência assintótica. O aumento da carga por eixo e da pressão de enchimento de pneus, quando associados à redução de espessura dos revestimentos asfálticos, pode levar a uma redução na vida de fadiga em cerca de 60 vezes, para pavimentos flexíveis, e em cerca de 10 vezes, para pavimentos semirrígidos. Na tentativa de amenizar os possíveis problemas que afetam o desempenho de nossos pavimentos, o número de giros usado no compactador giratório para projetar misturas asfálticas deve aumentar em cerca de 20% a 50% em pavimento flexível e de 4% a 30% em pavimento semirrígido, dependendo da energia de tráfego considerada em projeto, do tipo de estrutura selecionada e dos carregamentos veiculares aferidos.Brazilian asphalt pavements are designed to last, on average, 10 years, however, in many cases, with only a few months after opened to traffic, they begin to present problems that compromise their performance. It is assumed that the main part of this problem resides in the fact that they are constructed with surface layers with thickness inferior to those that are used in the countries that serve as technical reference, which results in greater efforts. However, in addition to the structural aspect, this work mainly addresses the effects on the dosage of asphalt mixtures, since the established criteria take into account the effect of traffic considering structures with 15 cm or more of thickness of the asphalt layer. Therefore, the compaction energy in the laboratory considered for the simulation of the traffic acting on a pavement structure with 15 cm of asphalt layer should not be the same when the thickness of the surface layer is much smaller, since the structural responses are very different, with the leaner structures being submitted to higher traffic efforts, which should be considered when dosing asphalt mixtures in the laboratory, particularly in Brazil. There are other aggravating factors, such as the concentration of stresses associated with the higher tire inflation pressure and the traffic of overloaded vehicles. The objective of this work is to propose a table with a range of values of the number of gyrations for compaction of asphalt mixtures, for different levels of traffic, adapted from the Superpave table and corrected according to criteria based on analysis of equivalent damages as a function of the asphalt surface layer thickness. In addition to the structural analysis, a laboratory work was developed, with asphalt mixtures designed by the Superpave method, considering all traffic levels and the respective number of gyrations of the gyratory compactor. The asphalt mixtures were designed for the optimum binder content corresponding to an air void of 4%. The test specimens were compacted according to seven traffic energy levels, as established in the Superpave method, with determination of volumetric properties (VMA, Voids in Mineral Aggregates, VFA, Voids Filled with Asphalt, and DP, Dust Proportion) and mechanical properties (MR, Resilient Modulus, and TS, Tensile Strength). Results were compared by Mann-Whitney and KS (Kolmogorov-Smirnov) non-parametric statistical tests, which evaluate whether two samples have distributions of similar values or not. The volumetric properties (VMA, VFA and DP) varied significantly with the compaction energy, and their mean values decreased with increasing traffic energy, while mechanical properties (MR and TS) increased with increasing energy of the design traffic, although, in contiguous energies, there was little difference. It was observed a higher influence of the temperature of MR and TS tests for the higher levels of traffic energy, that is, there is a greater decrease of MR and TS with the temperature increase for the mixtures produced with a greater number of gyrations. Structural analysis was performed with the ELSYM5 program, considering different thicknesses of asphaltic coatings and properties similar to those of the projected asphalt mixtures. The results allowed fatigue life and equivalent damages analyzes under different stresses due to reduction of the thickness of the surface layer or traffic overloads. Fatigue life showed a tendency to increase with the level of traffic considered for mixture design, but with an asymptotic tendency. The increased axle load and tire inflation pressure, when associated with the reduction of the thickness of the asphalt layer, can lead to a reduction in fatigue life by about 60 times for flexible pavements and by about 10 times, for semi-rigid pavements. In an attempt to soften the possible problems affecting the performance of our pavements, the number of gyrations used in the gyratory compactor to design asphalt mixtures should increase by 20 to 50% in flexible pavement and from 4% to 30% in semi-rigid pavement, depending on the traffic energy considered in design, the type of structure selected and the measured vehicle loads.
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Lun, Lee Hsin, and 李欣倫. "Study of thermal properties for insulation coatings applied to roof pavement." Thesis, 2011. http://ndltd.ncl.edu.tw/handle/51406273438543744183.
Повний текст джерелаАнотація:
碩士明志科技大學
生化工程研究所
99
How to effectively control the greenhouse effect and mitigate the urban heat island intensity is an urgent issue on the improvement of long-term survival and the living environment for mankind. Among them, the use of cool paving technology to increase the albedo of the solar radiation heat for roof of the building, the body wall or the pavement of public space, roads, squares etc., has gradually become an emerging field of study, is expected to reduce the urban heat island and building energy-saving and carbon reduction, play a substantial benefit. For this reason, the use of Infrared Thermal Imager, thermal conductivity meter, scanning electron microscope etc. as the main equipment of the instrument, respectively, the thermal characteristics of a series of pavement materials and surface coating insulation paint materials tests in the real field, outdoor and the laboratory. Expectations for the thermal properties of cold pavement technology, environmental benefits, technology and energy conservation and reduce carbon emissions assessment, to have a more in-depth understanding. The preliminary findings show that: (1)the surface temperature reaction trends for man-made pavement and surface coating insulation paint materials are consistent with outdoor air temperature, the thermal properties deeply affected by solar radiation of heat; (2)In this paper, “Pavement Temperature Load Index, Tp"and" Improvement Targets of the Temperature Difference Strength, Ip” two indicators can be used to analyze the use of artificial surfacing materials is excessive and improper basis for the assessment; (3)Solid surface coating insulation paint materials compared to the rheological state have relatively low thermal conductivity, due to the presence of water molecules in the endothermic process of evaporation latent heat, will help increase the sake of thermal conductivity; (4)Found by the SEM image, If the presence of porous structure of surface coating insulation paint materials, by the effect of the hollow off the heat to reduce the thermal conductivity of the material itself; (5)In the same material composition and the same exposure conditions, the lowest surface temperature of the white material, gray secondly, while the green highest, temperature differences of up to 1.13 to 2.23 times (green opposed to white), or 0.99 to 1.48 times (gray opposed to white), the color of the surface coating insulation paint materials will affect the surface temperature response of pavement materials; (6) Surface coating insulation paint material is applied on the surface of the insulation tiles, as time progresses, the surface temperature rising trend. Time effects and surface cleanliness of the surface temperature of surface coating insulation paint materials, the existence of adverse effects. Keywords: Urban heat island effect, surface coating, insulation materials, cold pavement, the sun radiant heat.
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Min-ChenLo and 羅敏甄. "Evaluation of Heat-Reflection Coatings Applied to Asphalt Pavements." Thesis, 2014. http://ndltd.ncl.edu.tw/handle/8kc66y.
Повний текст джерелаАнотація:
碩士國立成功大學
土木工程學系
102
SUMMARY This study manages to decrease the heat stored in pavements with the materials reflecting radiation wavelengths. Material including TiO2 and ZrO2 are added into adhesives as heat-reflection coatings, which then painted on the surface of asphalt pavements. In order to realize the relationship between reflective materials and radiation wavelengths, reflectivity tests are performed . In addition, it is laboratory lamp test which can probe into more resistant against rutting that we take the advantage of to evaluate cooling effects of asphalt pavements. The experiment indicates that among the reflective material, TiO2 is better than ZrO2. Adding over 10% TiO2 and the coating thickness over 0.6mm could help achieve 80% reflectivity. With regard to the temperature, laboratory lamp test shows that the pavement temperature can be lowered by 12.6°C when the coating thickness is reached to 0.9mm. Due to the reducing temperature of asphalt pavement with coating heat-reflection, it can both reduce the rutting depth by traffic loading and enhance the performance and life of pavements. Key words: heat–reflection, TiO2, reflectivity, laboratory lamp test INTRODUCTION In recent summers, the surface of asphalt pavements may exceed 60°C in Taiwan after a period of exposure to the burning sunlight. This phenomenon not merely affects the thermal comfort of pedestrians significantly but also influences the performance of pavement surfaces. The growing temperature of asphalt pavements may influence strength of pavement, cause permanent rut deformation and hence deteriorate the service quality of the whole pavements. Bearing in mind these problems, it’s imperative to improve the asphalt pavements to defend the high temperature and to lower the blemish of city livings causing from growing temperature. This study will use the heat-reflection coatings applied to dense-grade asphalt pavement to evaluate its effect on pavement and cooling effect for environment. The research organization in Japan has set about the study of the cooling effect of pavement with the basic concepts are coating the heat-reflection on asphalt pavements to reflect some heat radiated from the sun, adding water-retaining material on the pavement surfaces to reduce the heat when the water evaporates, improving pavements to keep away from rutting, and consequently supply pedestrians a more comfortable pathway. From the laboratory lamp test, the pavement temperature is reduced by approximately 13°C with regard to the performance of pavements with heat-reflection coatings, and we can effectively reduce rutting, as the rut depth is approximately half of the conventional dense-graded asphalt pavements. MATERIALS AND METHODS This study measures the reflectivity of coating materials with the UV/VIS/NIR spectrophotometer, under the conditions of first, 5%, 10% and 25% mixed ratio between reflection materials and adhesives and second, 0.6mm, 0.8mm, 0.9mm, and 1mm coating thickness , to find out the proper parameters among them. Then, the study analyses the cooling effect of pavement with coating heat-reflection materials by observing the difference of the depth 2.5cm and 5cm to measure the relativity between depth and its capacity to heat ;and finally evaluate the performance of pavement by rutting test at 60°C, 55°C and 50°C testing temperature. RESULTS AND DISCUSSION The results of reflection test under the conditions that coating thickness between 0.6 and 1mm have showed that the reflectivity of ZrO2 coatings will be rising in sync when the coating thickness enhances, but the reflectivity of TiO2 coatings remains on about 90% no matter how its thickness changes. In addition, if TiO2 added to the adhesives spills over 10 weight percentages, the reflectivity of TiO2 doesn’t show conspicuous variations, nearly reach to a constant value. From the laboratory lamp test, when the coating thickness reaches over 0.7mm, pavements with heat-reflection coatings will achieve the maximum of cooling effect. Furthermore, compared with variations on resistance against rutting, we can find pavements with heat-reflection coatings are much better than conventional pavements, and could improve dynamic stability of pavement for 1.1~1.2 times. CONCLUSION This study presents the performance of heat-reflection coatings on dense-graded pavement. Based on the results of reflectivity test, laboratory lamp test and rutting test, the following conclusions can be described: (1)Under the same percentage of 25 of weight and wavelength 1100nm, the reflectivity of TiO2 and ZrO2 are 90% ＆ 70% showing a better reflective effect compared to the original 4~5% conventional asphalt pavement. In addition, TiO2 surpasses ZrO2 on the effect of reflectivity. (2)When coating thickness reaches above 0.9mm, the reflectivity will achieve its maximum no matter TiO2 or ZrO2, and would not change in sync with its thickness. (3)The coating thickness has remarkable effect on lower the temperature, and will achieve a stable value above 0.7mm. It is 12.6°C lower compared to dense-graded asphalt pavements at the depth of 2.5cm of asphalt pavement. And owing to the effect to reduce the temperature, it could improve dynamic stability of pavement for 1.1~1.2 times than the conventional, significantly enhancing the life of pavement.
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Wehrle, Evan Richard 1985. "The effects of coatings and sealers used to mitigate alkali-silica reaction and/or delayed ettringite formation in hardened Concrete." Thesis, 2010. http://hdl.handle.net/2152/31328.
Повний текст джерелаАнотація:
Since 2006, research funded by the Texas Department of Transportation (TxDOT) has evaluated the use of coatings and sealers for mitigating expansion due to alkali-silica reaction (ASR) and/or delayed ettringite formation (DEF) in hardened concrete. The report herein includes a project summary of previous work in Phase I, led by Racheal Lute (2008) and Charles Rust (2009). The Phase II research, described in this thesis, established concrete exposure blocks and NCHRP 244 Series II testing as the cornerstones of characterizing coating effectiveness. The studies assessed coating system performance by examining the contribution of steel reinforcement, the effects of aggregate reactivity, the size limitations of treatments, and the impact of painted concrete substrates. Lastly, this thesis describes the preliminary results of a field study site of columns supporting a flyover, and a concrete exposure block site in Houston, Texas. Overall, the results are encouraging as several coatings have reduced expansion by lowering internal relative humidity.
Книги з теми "Pavement coating"
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Ball, G. F. A. Surfacing for high stress areas. Wellington, N.Z: Transfund New Zealand, 1998.
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Mohammad, Louay N. Optimization of tack coat for HMA placement. Washington, D.C: Transportation Research Board, 2012.
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Wyckoff, Coleman P. Asphalt seal coats: Factors affecting and techniques for obtaining consistently good seal coats. [Olympia, WA]: Washington State Dept. of Transportation, Planning, Research and Public Transportation Division in cooperation with the U.S. Dept. of Transportation, Federal Highway Administration, 1987.
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Roper, Tom H. Thin overlay, SR 5 OC bridge 900/12W, SR 5 OC bridge 900/13W: Post construction report. Olympia, Wash: Washington State Dept. of Transportation, Highway Division, Bridge and Structures, in cooperation with the U.S. Dept. of Transportation, Federal Highway Administration, 1991.
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Roper, Tom H. Thin overlay, Custer Way undercrossing 5/316: Post construction report. [Olympia, Wash.]: Washington State Dept. of Transportation, Program Development Division, Bridge and Structures, in cooperation with the U.S. Dept. of Transportation, Federal Highway Administration, 1991.
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Roper, Tom H. Bridge No. 513/32, SR 5 overcrossing, NE 145th Street: High early strength latex modified concrete overlay : post construction and annual reports. [Olympia, WA]: Washington State Dept. of Transportation, in cooperation with the U.S. Dept. of Transportation, Federal Highway Administration, 1992.
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Roper, Tom H. Bridge No. 5/725, Alger Road undercrossing, Bridge No. 5/803, Samish Inn undercrossing, Bridge No. 5/807, South Bellingham undercrossing: Microsilica modified concrete overlay : post construction and annual reports. Olympia, Wash: Washington State Dept. of Transportation, 1991.
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Roper, Tom H. Thin overlay, South 154th Street overcrossing 5/523E: Post construction report. [Olympia, Wash.]: Washington State Dept. of Transportation, Program Development Division, Bridge and Structures, in cooperation with the U.S. Dept. of Transportation, Federal Highway Administration, 1991.
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'Whitetop': Concrete overlays and inlays. Crowthorne: British Cement Association, 1993.
Знайти повний текст джерелаЧастини книг з теми "Pavement coating"
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Nguyen, Mai Lan, Pierre Hornych, Minh Tan Do, Thierry Sedran, and Duc Tung Dao. "Accelerated Pavement Testing for the Evaluations of Structural Design and Safety Performance of an Innovative Road Coating." In Lecture Notes in Civil Engineering, 186–95. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-55236-7_20.
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Gaillard, Laura, Cyrille Chazallon, Pierre Hornych, Juan Carlos Quezada, and Jean-Luc Geffard. "The Influence of the Mastic Coating of Untreated Reclaimed Asphalt Pavement on the Permanent and Resilient Behaviours." In RILEM Bookseries, 1823–29. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-46455-4_231.
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Gutiérrez, Elkin I., and Henry A. Colorado. "Development and Characterization of a Luminescent Coating for Asphalt Pavements." In The Minerals, Metals & Materials Series, 511–19. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-36628-5_50.
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Liu, Guanyu, Huiyun Xia*, Yanhui Niu*, Wenshuo Zhang, Lei Lang, Haipeng Geng, and Lifang Song. "Preparation and performance of hydrophobic coating for the tunnel with photocatalytic NO-degrading function." In Green and Intelligent Technologies for Sustainable and Smart Asphalt Pavements, 363–69. London: CRC Press, 2021. http://dx.doi.org/10.1201/9781003251125-58.
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Fang, M., Y. Cheng, and L. Zhan. "Simple evaluation of NOx degradation by Nano-TiO2 coatings on road pavements under natural light." In Green and Intelligent Technologies for Sustainable and Smart Asphalt Pavements, 20–25. London: CRC Press, 2021. http://dx.doi.org/10.1201/9781003251125-4.
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Yuan, Jianbo, Huicong Wang, Jialiang Yao, and Yi Lin. "Experimental Study on the Effects of Emulsion Wax Coating Agent (EWCA) About Isolation Performance of Cement Concrete Pavement’s Transitional Layer." In Advancements on Sustainable Civil Infrastructures, 84–95. Cham: Springer International Publishing, 2018. http://dx.doi.org/10.1007/978-3-319-96241-2_7.
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Al Qattan, Ahmed Abdel Moneim. "Using Cool Coating for Pavements, Asphalt, Façades and Building Roofs in the Urban Environment to Reduce the Summer Urban Heat Effect in Giza Square, Egypt." In Advances in Science, Technology & Innovation, 117–26. Cham: Springer International Publishing, 2022. http://dx.doi.org/10.1007/978-3-030-98187-7_9.
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Xue, Bin, Yunhang Wang, Liang He, Jiupeng Zhang, and Jianzhong Pei. "Preparation and evaluation of haze-eliminating coating materials for asphalt pavement." In Functional Pavement Design, 1543–51. CRC Press, 2016. http://dx.doi.org/10.1201/9781315643274-169.
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Xie, N., H. Wang, and D. Feng. "Coating materials to increase pavement surface reflectance." In Eco-Efficient Materials for Mitigating Building Cooling Needs, 13–35. Elsevier, 2015. http://dx.doi.org/10.1016/b978-1-78242-380-5.00002-9.
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Li, Hui, and Ning Xie. "Reflective coatings for high albedo pavement." In Eco-Efficient Pavement Construction Materials, 127–46. Elsevier, 2020. http://dx.doi.org/10.1016/b978-0-12-818981-8.00007-2.
Повний текст джерелаТези доповідей конференцій з теми "Pavement coating"
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Feng, Decheng, Jing Zhong, and Ning Xie. "Solar-reflective coating as a cooling overlay for asphalt pavement." In Third International Conference on Smart Materials and Nanotechnology in Engineering. SPIE, 2012. http://dx.doi.org/10.1117/12.923301.
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Dao, Duc Tung, Nicolaos Vlasopoulos, Ech Mohsen, Nicolas Miravalls, Eugen Florescu, and Christophe Chevalier. "Innovative Road Coating: An Original Solution To Improve Safety and Durability of Concrete Pavement." In 12th International Conference on Concrete Pavements. International Society for Concrete Pavements, 2021. http://dx.doi.org/10.33593/ksin27mb.
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The use of pervious concrete with high water permeability has been limited to date to the construction of low traffic roads, car parks or walkways in urban areas. This paper presents an innovative and sustainable pervious pavement structure which offers increased safety, comfort and durability while ensuring an attractive initial cost. The new structure is composed of an ordinary concrete layer offering the required structural capacity and an ultra-thin wearing course providing high standards in terms of safety and riding comfort in addition to aesthetic possibilities (color choices). Structural performance and pavement service life were analysed using French method. Structure durability under heavy traffic was tested by the FABAC heavy traffic simulator of IFSTTAR Nantes using a total of five millions cycles of 6.5 tons half-axle load. Placement in a new highway project using a modified slipform under real conditions is presented with positive results. Finally, a comparison of the carbon footrprint of this innovative pavement structure versus established asphalt and concrete structures is provided which shows and overall reduction in CO2 impacts.
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Gao Xiaojian, Yang Yingzi, and Zhang Ailian. "Improved hydrophobic property of pavement and bridge concrete with silane coating." In 2010 International Conference on Mechanic Automation and Control Engineering (MACE). IEEE, 2010. http://dx.doi.org/10.1109/mace.2010.5536081.
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Fernandes, Sara, Hugo Silva, Joel Oliveira, Carlos Palha, and Paulo Pereira. "Case Study on Premature Cracking of an Asphalt Pavement with Resin Bonded Coating." In Eighth International Conference on Maintenance and Rehabilitation of Pavements. Singapore: Research Publishing Services, 2016. http://dx.doi.org/10.3850/978-981-11-0449-7-122-cd.
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Li-Xun, Wang, and Chen Dong-Feng. "Research on the Application of Anti-Freezing Pavement Coating Technology on Winter Roads." In 10th International Symposium on Cold Regions Development. Reston, VA: American Society of Civil Engineers, 2013. http://dx.doi.org/10.1061/9780784412978.061.
Повний текст джерела
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Antonietti, S., and C. Paglia. "The Damage of a Concrete Pavement in an Alpine Cold Region." In 12th International Conference on Concrete Pavements. International Society for Concrete Pavements, 2021. http://dx.doi.org/10.33593/a5bj6y8w.
Повний текст джерелаАнотація:
Concrete pavements still represent a wide range of existing infrastructure. In particular, for external parking lots. The concrete pavement in the present study was placed directly on a natural ground without steel rebar or nets, without separation layer against water upward movement and with no superficial abrasion coating. The structure was exposed to an alpine clima. The microstructure and several properties of the pavement were characterized, such as density, compression strength, porosity, and water permeability. After six years, the first damage appeared and the surface layer was restored by applying a 10 mm thick mortar. Cracks were formed due to the plastic shrinkage and hygrometric inadequate post-treatment, as well as differential ground subsidence. This latter was promoted by the too high presence of fine aggregate components, which induced a compaction problem. In addition, disgregation in an advanced stage was observed. Especially along the contraction junctions, because of a too early fresh mortar cutting. Freeze/thaw cycles in the presence of deicing salts, as well as vehicles loads, also increased the deterioration. Mortar detachment from the underground concrete was due to the insufficient surface preparation, lack of adhesion and no mechanical treatment, shrinkage tension, low direct tension of the mortar and general concrete low quality. Mortar spalling was also caused by the freeze/thaw cycles in the presence of deicing salts, in particular along junctions, that were cut only on a superficial level within the mortar layer and not in depth.
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Solov'eva, Anastasiya, Sergey Solov'ev, Leonid Shevcov, and Valeriya Piven'. "ANALYSIS OF RELIABILITY OF FLAT TROUSERS BASED ON P-BLOCKS." In PROBLEMS OF APPLIED MECHANICS. Bryansk State Technical University, 2020. http://dx.doi.org/10.30987/conferencearticle_5fd1ed0352ef87.51750998.
Повний текст джерелаАнотація:
The paper considers an approach to the probabilistic analysis of the reliability of flat trusses based on
p-boxes (probability boxes, p-boxes). Modeling of stochastic parameters in the form of p-blocks is justified for building pavement structures due to significant variability of climatic loads, variations in the physical and mechanical properties of coating materials, installation tolerances and other uncertainties. The advantage of this method is the possibility of using it with incomplete (limited) statistical information - when it is difficult to determine the probability distribution law or the parameters of a random variable. Variants of constructing p-blocks are illustrated for various types of incompleteness of statistical information: for an unknown distribution law using Chebyshev's inequality, for interval estimates of the parameters of random variables, etc. Information is given on the possibility of performing algebraic operations on p-blocks. The probability of no-failure operation with such approaches will be presented as an interval of values. If the interval is too wide (uninformative), the quality of statistical information should be improved by conducting additional tests. The paper presents mathematical models of limiting states taking into account the variability of the basic random variables. The possibility of using the proposed approach in the framework of most practical problems in the construction industry for assessing the safety of statically definable farms is shown. As a result, a formula is given for assessing the reliability of a truss as a conditional mechanical sequential system (in terms of the theory of reliability), taking into account the lack of information about the dependence of its elements. The algorithm for analyzing reliability is considered on a numerical example. The developed approach can be used for other types of statically definable hinge-rod systems.
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Akhtyamov, E. R., I. N. Kruchinin, and E. I. Kruchinina. "FEATURES OF ASPHALT COVERING DESIGNFOREST ROADS IN THE NORTHERN AND OF THE POLARURALS." In Modern machines, equipment and IT solutions for industrial complex: theory and practice. Voronezh State University of Forestry and Technologies named after G.F. Morozov, Voronezh, Russia, 2021. http://dx.doi.org/10.34220/mmeitsic2021_23-28.
Повний текст джерелаАнотація:
The main tasks of improving the crushed stone-mastic coatings of forest timber highways through the use of innovative road-building materials are considered. Such roads are characterized by the use of materials capable of meeting the basic requirements for transport and operational conditions in difficult natural and climatic conditions. The known road building materials are distinguished by the instability of their physical and mechanical properties. This causes significant difficulties both in the design and in the operation of forest timber roads made of these materials. Despite the complex of experimental studies carried out, the task of developing road coatings with adjustable performance properties remains unfulfilled. Thus, the developed method of designing the grain composition of crushed stone-mastic asphalt concrete pavements of forest roads, with new transport and operational parameters, taking into account the operating conditions, which determined the purpose of this work, will help to solve the problem. The aim of the research was to develop methods for creating crushed-night-mastic asphalt concrete pavements of forest timber roads, using a heat stabilizing additive from expanded vermiculite sand. In this work, the problem of assessing the degree of influence of the addition of sand from expanded vermiculite on the quality indicators of crushed stone-mastic asphalt concrete coatings of forest timber roads was solved. The results of the work were the creation of a formulation of crushed stone-mastic asphalt concrete with a heat-stabilizing additive from expanded vermulite of fraction from 0.5 to 1.0 mm. Taking into account the sufficient adequacy of experimental research, the results of the selection of the mixture can be recommended for use in the practice of building forest timber roads for I and II road-climatic zones.
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Bhardwaj, R., P. E. Phelan, J. Golden, and K. Kaloush. "An Urban Energy Balance for the Phoenix, Arizona USA Metropolitan Area." In ASME 2006 International Mechanical Engineering Congress and Exposition. ASMEDC, 2006. http://dx.doi.org/10.1115/imece2006-15308.
Повний текст джерелаАнотація:
The pressures of rapid urbanization, including the worsening of the urban heat island (UHI) effect, are causing city leaders and other policymakers to consider how to best allocate resources and develop policies to improve their urban environment. The focus of this paper is on UHI, that is, the long-term trend observed in the metropolitan Phoenix, Arizona region and other cities in which both daytime and nighttime temperatures are increasing. An analytical tool is developed to predict the relative effects of various policy measures, such as increasing the average albedo of a city through highly-reflective pavement coatings, or encouraging the adoption of "green" roofs to improve latent heat transfer. This tool is based on a fundamental "lumped" thermal model of the metropolitan area, where transient energy inputs and outputs are considered to generate a single temperature that is characteristic of the entire metropolitan area. Actual electricity, natural gas, vehicular traffic, and solar radiation data are utilized to predict how the temperature changes on an hourly basis. Of the measures evaluated, decreasing the quantity of paved surfaces to reduce daytime temperatures, and increasing the prevalence of green roofs to reduce nighttime temperatures, are the most effective means to alleviate UHI.
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Rose, Jerry G., Paulo Fonseca Teixeira, and Nathan E. Ridgway. "Utilization of Asphalt/Bituminous Layers and Coatings in Railway Trackbeds: A Compendium of International Applications." In 2010 Joint Rail Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/jrc2010-36146.
Повний текст джерелаАнотація:
During the past thirty years the use of a layer(s) of hot-mix asphalt pavement within railway track structures has steadily increased until it is becoming a common consideration or practice for specific conditions and areas in several countries throughout the world. This practice augments, and for certain designs replace, the traditional granular support materials. It is considered to be a premium trackbed design. The primary documented benefits are to provide additional support to improve load distributing capabilities of the trackbed components, decrease load-induced subgrade pressures, improve and control drainage, insure maintenance of specified track geometric properties for heavy tonnage freight lines and high-speed passenger lines, and decrease subsequent expenditures for trackbed maintenance and component replacement costs. The asphalt layer is normally used in combination with traditional granular layers to achieve various configurations. This paper presents a compendium of International Asphalt Trackbed Applications. The various factors are discussed that are considered in the design phases and subsequent performance-based tests and analyses. Illustrations include typical sectional views of the trackbed/roadbed components and thicknesses and photographs of construction and finished views for various asphalt trackbed applications in several countries. Following are brief accounts for selected significant international activities emphasizing high-speed and intercity passenger rail line applications. In the United States the use of asphalt trackbeds has steadily grown since the early 1980’s. It is primarily used for maintenance (cure-all) applications in existing tracks to improve trackbed performance and for new trackbed construction where the projected superior performance of asphalt trackbeds can be justified economically. Typically the asphalt layer is 15 cm thick and is topped with conventional ballast. This application does not deviate significantly from typical designs, except the asphalt is substituted for a portion of the granular support materials. Several other countries are actively involved with the construction of new segments or complete rail lines using asphalt (frequently termed – bituminous) trackbeds. For instance, Japan has used asphalt trackbeds on certain test sections for their high-speed rail lines since the 1960’s, but since the 1970’s asphalt trackbeds with ballast cover is a standard on newly constructed rail lines. The 5-cm thickness of asphalt primarily serves as a waterproofing layer and facilitates drainage. The Japanese believe that this will assist in reducing subsequent maintenance costs associated with ballast fouling from subgrade pumping. The Japanese have recently instigated a performance-rank design system. Asphalt trackbed designs are either required or are an option for the two premium trackbed performance ranks. Italy represents another country heavily involved with incorporating asphalt trackbeds in their rail lines. In the late 1970’s Italy placed test sections of both asphalt and concrete on their original Rome to Florence high-speed line. From the Italian perspective the asphalt out-performed the other test sections, leading to standards requiring the use of asphalt trackbeds on all newly constructed high-speed passenger rail lines. The typical asphalt layer thickness is 12 cm. Germany has focused on using asphalt for ballastless trackbed designs. The main asphalt track in use in Germany consists of concrete ties or slab track placed on a 26 to 30-cm thick layer of asphalt. Various designs are incorporated into the system. Recently France installed a 3-km test section of asphalt on their Paris to Strasbourg Eastbound High-Speed Line. The French are currently observing the effects of high-speed trains traversing various test sections to determine how beneficial the use of asphalt trackbeds will be for future high-speed passenger lines. The sections are heavily instrumented for analyzing numerous trackbed induced effects on ride quality and other aspects. Other countries, a recent addition includes Spain, are involved to varying degrees with the development of asphalt trackbed technology, particularly for high-speed and intercity passenger rail lines. Pertinent information and documentation of recent findings and results are included in the paper.
Звіти організацій з теми "Pavement coating"
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Thembeka Ncube, Ayanda, and Antonio Bobet. Use of Recycled Asphalt. Purdue University, 2021. http://dx.doi.org/10.5703/1288284317316.
Повний текст джерелаАнотація:
The term Reclaimed Asphalt Pavement (RAP) is used to designate a material obtained from the removal of pavement materials. RAP is used across the US in multiple applications, largely on asphalt pavement layers. RAP can be described as a uniform granular non-plastic material, with a very low percentage of fines. It is formed by aggregate coated with a thin layer of asphalt. It is often used mixed with other granular materials. The addition of RAP to aggregates decreases the maximum dry unit weight of the mixture and decreases the optimum water content. It also increases the Resilient Modulus of the blend but decreases permeability. RAP can be used safely, as it does not pose any environmental concerns. The most important disadvantage of RAP is that it displays significant creep. It seems that this is caused by the presence of the asphaltic layer coating the aggregate. Creep increases with pressure and with temperature and decreases with the degree of compaction. Creep can be mitigated by either blending RAP with aggregate or by stabilization with chemical compounds. Fly ash and cement have shown to decrease, albeit not eliminate, the amount of creep. Mechanical stabilizing agents such as geotextiles may also be used.