A platform for research: civil engineering, architecture and urbanism
A platform for research: civil engineering, architecture and urbanism
Comparison of Winter Temperature Profiles in Asphalt and Concrete Pavements. Final Report
The objectives of this research were to 1) determine which pavement type, asphalt or concrete, has higher surface temperatures in winter and 2) compare the subsurface temperatures under asphalt and concrete pavements to determine the pavement type below which more freeze-thaw cycles of the underlying soil occur. For analysis, 12 continuous months of climatological data primarily from the 2009 calendar year were acquired from 22 environmental sensor stations (ESSs) near asphalt roads and nine ESSs near concrete roads. To predict pavement surface temperature, a multiple linear regression was performed with input parameters of pavement type, time period, and air temperature. Similarly, a multiple linear regression was performed to predict the number of subsurface freeze-thaw cycles, based on month, latitude, elevation, and pavement type. A finite-difference model was created to model surface temperatures of asphalt and concrete pavements based on air temperature and incoming radiation. With respect to pavement surface temperatures, the results showed that, for near-freezing conditions, asphalt is warmer during the afternoon and concrete is warmer during other times of the day, but that neither pavement type is warmer, on average. The regression equation predicting the number of subsurface freeze-thaw cycles provided estimates that did not correlate well with measured values; data that were not available for this research but are likely necessary in estimating the number of freeze-thaw cycles under the pavement include pavement layer thicknesses, layer types, and layer moisture contents.
Comparison of Winter Temperature Profiles in Asphalt and Concrete Pavements. Final Report
The objectives of this research were to 1) determine which pavement type, asphalt or concrete, has higher surface temperatures in winter and 2) compare the subsurface temperatures under asphalt and concrete pavements to determine the pavement type below which more freeze-thaw cycles of the underlying soil occur. For analysis, 12 continuous months of climatological data primarily from the 2009 calendar year were acquired from 22 environmental sensor stations (ESSs) near asphalt roads and nine ESSs near concrete roads. To predict pavement surface temperature, a multiple linear regression was performed with input parameters of pavement type, time period, and air temperature. Similarly, a multiple linear regression was performed to predict the number of subsurface freeze-thaw cycles, based on month, latitude, elevation, and pavement type. A finite-difference model was created to model surface temperatures of asphalt and concrete pavements based on air temperature and incoming radiation. With respect to pavement surface temperatures, the results showed that, for near-freezing conditions, asphalt is warmer during the afternoon and concrete is warmer during other times of the day, but that neither pavement type is warmer, on average. The regression equation predicting the number of subsurface freeze-thaw cycles provided estimates that did not correlate well with measured values; data that were not available for this research but are likely necessary in estimating the number of freeze-thaw cycles under the pavement include pavement layer thicknesses, layer types, and layer moisture contents.
Comparison of Winter Temperature Profiles in Asphalt and Concrete Pavements. Final Report
S.W Guthrie (author) / B.J Dye (author) / L.D Eggett (author)
2014
88 pages
Report
No indication
English
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