Life-cycle assessment of airport pavement design alternatives for energy and environmental impacts

Wang, Hao; Thakkar, Chinmay; Chen, Xiaodan; Murrel, Scott

doi:10.1016/j.jclepro.2016.05.090

Cited by 62 publications

(19 citation statements)

References 16 publications

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“…In this paper, only primary energy consumption and global warming potential are considered. Following Wang et al (2016), the upstream part of energy and carbon footprint tied to fuel production is considered in both construction and operation phases of LCA. The indicator for 100-year global warming potential is calculated according to the IPCC 2007 method (IPCC 2007).…”

Section: Life Cycle Analysis: System Descriptionmentioning

confidence: 99%

Longitudinal profile optimization for roads within an eco-design framework

Vandanjon¹,

Vinot²,

Cerezo³

et al. 2019

Transportation Research Part D: Transport and Environment

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This paper proposes a methodology to optimize the longitudinal profile of roads according to either an energy consumption or Global Warming Potential (GWP) criterion calculated for both construction and operation phases. For the construction phase assessment, this methodology is based on a earthworks model that computes the geometric differences between the natural terrain and the longitudinal road profile and moreover uses environmental data validated with real experiments. The operation phase is assessed by simulating traffic over a ten-years period. Traffic simulations are based on vehicle dynamic models, also validated with real experiments. The optimization problem is set up in a finite dimensional optimization. A case study illustrates this methodology. By taking into account actual traffic measurements, the optimized profile decreases by 6 % the total primary energy consumption and by 8 % the GWP.

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Section: Life Cycle Analysis: System Descriptionmentioning

confidence: 99%

Longitudinal profile optimization for roads within an eco-design framework

Vandanjon¹,

Vinot²,

Cerezo³

et al. 2019

Transportation Research Part D: Transport and Environment

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“…Only calcium chloride-based deicers that increase risk of early distress for concrete pavements can be used at temperatures colder than -17 °C (1.4°F) [7]. Application of deicing chemicals is especially associated with negative environmental impacts [11, 12, 13, 14, 15, 16, 17, 18, 19, 20]. In recent years, alternative methods have been proposed and tested for removing ice and snow from paved surfaces; among them are thermal modification of pavement materials [21], application of superhydrophobic coatings on pavement surfaces [22, 23, 24, 25] and electrically heated pavement systems [4, 26, 28, 29, 30, 31, 32, 33, 34, 35, 36, 37, 38, 39, 40, 41, 42, 43, 44, 45].…”

Section: Introductionmentioning

confidence: 99%

Polyurethane-carbon microfiber composite coating for electrical heating of concrete pavement surfaces

Sassani

Arabzadeh

Ceylan

et al. 2019

Heliyon

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Electrically-heated pavements have attracted attention as alternatives to the traditional ice/snow removal practices. Electrically conductive polymer-carbon composite coatings provide promising properties for this application. Based on the concept of joule heating, the conductive composite can be utilized as a resistor that generates heat by electric current and increases the surface temperature to melt the ice and snow on the pavement surface. This research investigates the feasibility of applying an electrically conductive composite coating made with a Polyurethane (PU) binder and micrometer-scale carbon fiber (CMF) filler as the electrical heating materials on the surface of Portland cement concrete (PCC) pavements. PU-CMF composite coatings were prepared using different volume fractions of CMF, applied on the PCC surfaces, and evaluated in terms of volume conductivity, resistive heating ability, durability, and surface friction properties at the proof-of-concept level. A conceptual cost analysis was performed to compare this method with other heated pavement systems with respect to economic viability. Percolative behavior of CMF in PU matrix was captured and most desirable CMF dosage rates in terms of each performance parameter were investigated. Two percolation transition zones were identified for CMF in PU matrix at dosage rate ranges of 0.25–1% and 4–10%. The composites exhibited their most desirable performance and properties at CMF dosage rates greater than 10% and smaller than 15%.

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“…The salty runoff from pavement deicing operations is responsible for soil and water contamination [7][8][9]11] and adverse health effects on plant life, aquatic life, and human societies [9][10][11][12][13]. Deicing chemicals constitute the majority of greenhouse gas emission associated with traditional deicing methods [14,15]. An increasing trend of global consumption of deicing chemicals has been reported over the past years making the already existing environmental concern even more challenging [16].…”

Section: Accepted Manuscript 1 Inmentioning

confidence: 99%

“…Although steel fiber is more effective in achieving resistive heating [49], addition of steel fiber to concrete mix is associated with drawbacks such as corrosion [48], high dosage [24], and prohibitions in critical infrastructures such as airports [50,51]. In addition, modification of PCC with carbon fiber provides benefits in terms of mechanical performance and durability [38,[52][53][54][55], and hence reduces the contribution of maintenance operations to the carbon footprint of the pavement [15].…”

Section: Accepted Manuscript 1 Inmentioning

confidence: 99%

Carbon fiber-based electrically conductive concrete for salt-free deicing of pavements

Sassani

Arabzadeh

Ceylan

et al. 2018

Journal of Cleaner Production

142

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Traditional methods of removing snow/ice from pavements involve application of deicing salts and mechanical removal that carry environmental concerns. In this study, the feasibility of applying carbon fiberbased electrically conductive concrete (ECON) in heated pavement systems (HPS) as an alternative to traditional methods was investigated. Optimum carbon fiber dosage to achieve desirable electrical conductivity and avoid excessive fiber use was determined by studying carbon fiber percolation in different cementitious composites. System design was evaluated by finite element (FE) analysis. Heating performance in terms of energy consumption regime was studied by quasi-long-term (460-day) experimental study using a prototype ECON slab. Percolation transition zone of carbon fiber in paste, mortar, and concrete were respectively 0.25-1% (Vol.), 0.6-1% (Vol.), and 0.5-0.75% (Vol.). Optimum fiber dosage in ECON with respect to conductivity was 0.75%, resulting in volume conductivity of 1.86 × 10−2 (S/cm) at 28 days and 1.22 × 10−2(S/cm) at 460 days of age. Electrical-energy-to-heat-energy conversion efficiency decreased from 66% at 28 days to 50% at 460-day age. The results showed that the studied technology could be effectively applied for ice/snow melting on pavement surfaces and provide a feasible alternative to traditional methods if the ECON mixing proportions and system configurations are made with necessary precautions.

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Life-cycle assessment of airport pavement design alternatives for energy and environmental impacts

Cited by 62 publications

References 16 publications

Longitudinal profile optimization for roads within an eco-design framework

Longitudinal profile optimization for roads within an eco-design framework

Polyurethane-carbon microfiber composite coating for electrical heating of concrete pavement surfaces

Carbon fiber-based electrically conductive concrete for salt-free deicing of pavements

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