scholarly journals Research of Deicing and Melting Snow on Airport Asphalt Pavement by Carbon Fiber Heating Wire

2020 ◽  
Vol 2020 ◽  
pp. 1-6 ◽  
Author(s):  
Xin Su ◽  
Yong Lai ◽  
Yan Liu ◽  
Daoxun Ma ◽  
Peng Wang
Keyword(s):  
Carbon Fiber ◽  
Air Temperature ◽  
Asphalt Pavement ◽  
Electrical Power ◽  
Area Ratio ◽  
Melting Snow ◽  
Cold Zone ◽  
Heating Wire ◽  
Pavement Temperature ◽  
Free Area

In the paper, the method of deicing and melting snow by the carbon fiber heating wire (CFHW) embedded in the airport asphalt pavement is proposed to improve the security of airport operation. The field experiment of deicing and melting snow on the airport asphalt pavement is conducted. Deicing and melting snow, asphalt pavement temperature, ice-free area ratio, and snow-free area ratio are analyzed. Electrical power with 350 W/m2 is input to the airport asphalt pavement for deicing and melting snow by the CFHW. In the experiment, 3 mm ice can be melted, and the average infrared ray temperature (IRT) of the airport asphalt pavement surface can achieve an increment of 13.0°C in 2.5 hours when the air temperature is from −7.5°C to −2.2°C. Snow with 3.2 mm precipitation can be melted in 2 hours when the air temperature is from −4.8°C to −3.5°C, and the asphalt pavement temperature can achieve an increment of 5.9°C at the depth of 0.5 cm. The results show that the method of deicing and melting snow on the airport asphalt pavement by the CFHW is practicable in the cold zone.

scholarly journals Pavement Temperature Prediction Model for Oman Climate Condition

2017 ◽  
Author(s):  
Amani Al-Kalbani ◽  
Siham G. Farag
Keyword(s):  
Air Temperature ◽  
Asphalt Pavement ◽  
Paper Study ◽  
Climate Condition ◽  
Temperature Prediction ◽  
Development Models ◽  
System Temperature ◽  
Standard Models ◽  
Pavement Temperature ◽  
The Relationship

Asphalt pavement is form an integral part of any transportation system. Temperature is the significant factor that effect on the performance and life span of a pavement. This paper study the relationship between the air temperature and asphalt pavement temperature and using Excel in order to predicate surface asphalt pavement model for Muscat climate. The models were compared with the standard models SHRP and LTPP models [3]. The development models resulted the surface pavement temperature was taken more time in heating cycle than air temperature. When compared the air temperature and surface asphalt pavement temperature with the standards models SHRP and LTPP models. There was difference between them due to the standards models was design for low temperature under zero where in Muscat temperature cannot be under zero [2].

Asphalt Pavement Temperature Profile for Tropical Climate in Indonesia

2015 ◽  
Vol 776 ◽  
pp. 17-23 ◽  
Author(s):  
I. Made Agus Ariawan ◽  
B.S. Subagio ◽  
B.H. Setiadji
Keyword(s):  
Air Temperature ◽  
Climatic Factors ◽  
Asphalt Pavement ◽  
Data Logger ◽  
Distribution Profile ◽  
Testing Method ◽  
Tropical Area ◽  
Temperature And Humidity ◽  
Pavement Temperature ◽  
Pavement Layers

Environmental and climatic factors directly affect the temperature of asphalt pavement layers. Air temperature is one of the most important environmental factors that significantly affect the temperature distribution profile of asphalt pavement layers. It is important therefore, to comprehend the asphalt strength characteristics because of the differences in asphalt pavement designs. This study was conducted in ​​tropical area with high humidity in Indonesia. A testing method was carried out to measure both temperature and humidity using thermocouples equipped with data logger and an application program of SAGA Technology. Measurements were taken for consecutive seven sunny days in July 2014. The average values obtained ​​for hourly air temperature and humidity were ranging from 24.92 to 36.98 °C and from 50.31 to 83.69% respectively. Meanwhile, pavement surface temperatures measured at 0, 20 and 65 millimeters depths were varied from 25.29 to 45.65 °C, from 25.37 to 43.59 °C, and from 26.70 to 38.54 °C respectively. Both air and asphalt pavement temperatures are sharply increased from 10:00 a.m. to 02:00 p.m. and are gradually decreased afterward.

Temperature Field Division at Liupanshan Area of Ningxia for Asphalt Pavement Performance

2012 ◽  
Vol 511 ◽  
pp. 12-15 ◽  
Author(s):  
Zhuo Hong Cong ◽  
Nan Xiang Zheng ◽  
Yan Jin
Keyword(s):  
Temperature Field ◽  
Air Temperature ◽  
High Field ◽  
Asphalt Pavement ◽  
Pavement Performance ◽  
Statistics Analysis ◽  
Field Temperature ◽  
Pavement Temperature

In order to choose asphalt reasonably, the asphalt pavement performance zone at Liupanshan area of Ningxia was studied according to 30 years’ climate datum. According to the statistics analysis of 30 years’ air temperature and field temperature in the hottest and coldest month, it was suggested that: the high design pavement temperature should be determined according to the average high field temperature in seven consecutive days with 98% reliability, the low design pavement temperature should be determined according to the lowest field temperature of a year with 98% reliability. This method was applied at Liupanshan area to decide the asphalt pavement’s temperature field, which was in accordance with Liupanshan area’s conditions

Effect of Aging on Urban Asphalt Pavement

2013 ◽  
Vol 671-674 ◽  
pp. 1287-1290
Author(s):  
Ning Li Li ◽  
Xin Po Zhao ◽  
Chuang Du ◽  
Cai Li Zhang ◽  
Qing Yi Xiao
Keyword(s):  
Softening Point ◽  
Asphalt Pavement ◽  
Early Years ◽  
Service Period ◽  
Viscosity Increase ◽  
Pavement Temperature ◽  
Years Of Service ◽  
The City

The aging of asphalt pavement gets serious in the course of service due to the large number of vehicles and high pavement temperature. A survey was conducted on urban road’s asphalt pavement in the city of Tianjin. By analyzing the extracted asphalt sample from asphalt pavement built in different years, it shows that asphalt’s softening point and viscosity increase but its penetration and ductility attenuate with the extension of service period. Of which, the ductility changes dramatically with its ductility attenuating fast in the early years of service and the attenuation of ductility tending to slow down later. The vertical difference of aging in different depth of pavement is marked and degree of aging tends to attenuate from the surface to the center.

An assessment of graphitized carbon fiber use for electrical power transmission

1984 ◽  
Vol 9 (3) ◽  
pp. 397-424 ◽  
Author(s):  
J.S. Murday ◽  
D.D. Dominguez ◽  
J.A. Moran ◽  
W.D. Lee ◽  
R. Eaton
Keyword(s):  
Carbon Fiber ◽  
Power Transmission ◽  
Electrical Power ◽  
Graphitized Carbon

Modelling pavement temperature for winter maintenance operations

2004 ◽  
Vol 31 (2) ◽  
pp. 369-378 ◽  
Author(s):  
Aly Sherif ◽  
Yasser Hassan
Keyword(s):  
Surface Temperature ◽  
Air Temperature ◽  
Negative Impact ◽  
Weather Conditions ◽  
Statistical Modelling ◽  
Dew Point ◽  
Road Maintenance ◽  
Winter Maintenance ◽  
Pavement Surface ◽  
Pavement Temperature

Road and highway maintenance is vital for the safety of citizens and for enabling emergency and security services to perform their essential functions. Accumulation of snow and (or) ice on the pavement surface during the wintertime substantially increases the risk of road crashes and can have negative impact on the economy of the region. Recently, road maintenance engineers have used pavement surface temperature as a guide to the application of deicers. Stations for road weather information systems (RWIS) have been installed across Europe and North America to collect data that can be used to predict weather conditions such as air temperature. Modelling pavement surface temperature as a function of such weather conditions (air temperature, dew point, relative humidity, and wind speed) can provide an additional component that is essential for winter maintenance operations. This paper uses data collected by RWIS stations at the City of Ottawa to device a procedure that maximizes the use of a data batch containing complete, partially complete, and unusable data and to study the relationship between the pavement surface temperature and weather variables. Statistical models were developed, where stepwise regression was first applied to eliminate those variables whose estimated coefficients are not statistically significant. The remaining variables were further examined according to their contribution to the criterion of best fit and their physical relationships to each other to eliminate multicollinearities. The models were further corrected for the autocorrelation in their error structures. The final version of the developed models may then be used as a part of the decision-making process for winter maintenance operations.Key words: winter maintenance, pavement temperature, statistical modelling, RWIS.

scholarly journals Computational and Experimental Study on Pressure Drop in a Fluidised Bed with Different Air Distributor Designs

2020 ◽  
Vol 17 (2) ◽  
pp. 8043-8051
Author(s):  
A. S. M. Yudin ◽  
A. N. Oumer ◽  
N. F. M. Roslan ◽  
M. A. Zulkarnain
Keyword(s):  
Pressure Drop ◽  
Perforated Plate ◽  
Area Ratio ◽  
Maximum Pressure ◽  
Fluidised Bed ◽  
Key Factor ◽  
Minimum Number ◽  
Maximum Pressure Drop ◽  
Free Area ◽  
Distributor Plate

Fluidised bed combustion (FBC) has been recognised as a suitable technology for converting a wide variety of fuels into energy. In a fluidised bed, the air is passed through a bed of granular solids resting on a distributor plate. Distributor plate plays an essential role as it determines the gas-solid movement and mixing pattern in a fluidised bed. It is believed that the effect of distributor configurations such as variation of free area ratio and air inclination angle through the distributor will affect the operational pressure drop of the fluidised bed. This paper presents an investigation on pressure drop in fluidised bed without the presence of inert materials using different air distributor designs; conventional perforated plate, multi-nozzles, and two newly proposed slotted distributors (45° and 90° inclined slotted distributors). A 3-dimensional Computational Fluid Dynamics (CFD) model is developed and compared with the experimental results. The flow model is based on the incompressible isothermal RNG k-epsilon turbulent model. In the present study, systematic grid-refinement is conducted to make sure that the simulation results are independent of the computational grid size. The non-dimensional wall distance,  is examined as a key factor to verify the grid independence by comparing results obtained at different grid resolutions. The multi-nozzles distributor yields higher distributor pressure drop with the averaged maximum value of 749 Pa followed by perforated, 45° and 90° inclined distributors where the maximum pressure drop recorded to be about one-fourth of the value of the multi-nozzles pressure drop. The maximum pressure drop was associated with the higher kinetic head of the inlet air due to the restricted and minimum number of distributor openings and low free area ratio. The results suggested that low-pressure drop operation in a fluidised bed can be achieved with the increase of open area ratio of the distributor.

scholarly journals Development of Asphalt Pavement Temperature Model for Tropical Climate Conditions in West Bali Region

2015 ◽  
Vol 125 ◽  
pp. 474-480 ◽  
Author(s):  
I. Made Agus Ariawan ◽  
Bambang Sugeng Subagio ◽  
Bagus Hario Setiadji
Keyword(s):  
Asphalt Pavement ◽  
Tropical Climate ◽  
Temperature Model ◽  
Climate Conditions ◽  
Pavement Temperature
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