Towards resilient infrastructure systems for winter weather events: Integrated stochastic economic evaluation of electrically conductive heated airfield pavements
“…According to Table 5, the installation cost of a heated pavement system made of conductive coating is almost the same with ECON HPS, which is almost 50% higher than construction cost of conventional Portland cement concrete [103]. The construction cost of implementing conducting coating is relatively high.…”
Section: Resultsmentioning
confidence: 99%
“…Fig. 14WBS of heated pavement system made of conductive coatings vs. WBS of ECON HPS (Created based on the previous study on economic performance of the ECON HPS [103]). …”
Section: Resultsmentioning
confidence: 99%
“…Previous studies on cost analysis and economics on various types of heated pavement systems - such as hydronic heated pavements, geothermal heated pavement systems; and electrical conductive Portland cement concrete systems (ECON HPS) – showed the gigantic impact of the construction cost of these systems on the total benefit cost ratio [102, 103, 104]. In addition, according to the cost-benefit analysis bulletin published by the Federal Highway Administration (FHWA), construction cost constitutes a big portion of the life cycle cost of the infrastructures.…”
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%.
“…According to Table 5, the installation cost of a heated pavement system made of conductive coating is almost the same with ECON HPS, which is almost 50% higher than construction cost of conventional Portland cement concrete [103]. The construction cost of implementing conducting coating is relatively high.…”
Section: Resultsmentioning
confidence: 99%
“…Fig. 14WBS of heated pavement system made of conductive coatings vs. WBS of ECON HPS (Created based on the previous study on economic performance of the ECON HPS [103]). …”
Section: Resultsmentioning
confidence: 99%
“…Previous studies on cost analysis and economics on various types of heated pavement systems - such as hydronic heated pavements, geothermal heated pavement systems; and electrical conductive Portland cement concrete systems (ECON HPS) – showed the gigantic impact of the construction cost of these systems on the total benefit cost ratio [102, 103, 104]. In addition, according to the cost-benefit analysis bulletin published by the Federal Highway Administration (FHWA), construction cost constitutes a big portion of the life cycle cost of the infrastructures.…”
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%.
“…The initial construction cost of Otta seal and chip seal were obtained from Minnesota and Iowa bid tabs that are publicly available (26). Bid data provide a simple, reliable, and quick method for estimating unit costs (27)(28)(29)(30)(31). The data set used in this analysis was obtained over the previous three-year period (June 2015 to June 2018).…”
Section: Figure 9 Typical Service Life Ranges For Bituminous Surface mentioning
Faced with limited financial resources, pavement engineers constantly seek more durable and economical technologies for road preservations and rehabilitations. Consequently, there have been many efforts to study resurfacing strategies, including various types of sealing for local roads. Among different sealing methodologies, Otta seal is a technique that has not yet been sufficiently studied in the U.S.A. For this investigation, the first Otta seal site in the state of Iowa was constructed using a double-layer Otta seal design over 6.4 km of cracked asphalt pavement. Otta seal design and construction details are documented and discussed, and test sections using various aggregates are compared for performance. The key lesson learned was that proper aggregate selection within gradation limits and aggregate spread rates were critical factors for Otta seal performance. Otta seal capability for holding loose aggregate particles and for dust control were examined, and there were indications that excessive proportion of fine aggregate particles could lead to diminished performance associated with fugitive dust emissions and unbound aggregate particles. Although the Otta seal provided a smooth surface satisfying road user and agency requirements, it did not significantly add structural capacity to the existing asphalt pavement. The findings from this study will benefit road officials and other decision makers who need to consider alternatives for resurfacing distressed low-volume asphalt roads.
“…Thus, the predictive models have been evolved to forecast the above-mentioned performance indicators of soil-structure systems. Conventional regression analysis has been of interest to many researchers for development of predictive functions in the geotechnical context [22,[24][25][26][27][28][29][30][31]. Soft computing techniques have also been used for prediction of SSI effects in general, and rocking responses in particular.…”
Among the geotechnical-earthquake community, the rocking concept is being acknowledged as an energy dissipation mechanism that benefits soil-structure systems during strong vibrations. Nevertheless, several involving factors such as geomaterials behavior and superstructure size can make the rocking analysis of soil-foundation-structure systems complicated. The mobilized moment and the dissipated energy can be represented as the two primary performance indicators of the soil-structure systems under strong motions. This study employs an assembled database comprised of a wide range of geomaterials with different stiffness values associated with high-rise structures with different dimensions acquired from the implementation of a dynamic nonlinear elastic-perfect plastic finite element model. This study aims to develop predictive models for the responses mentioned above using the implemented database. To predict the both mobilized moment and dissipated energy, a hybrid gene-expression programming-artificial neural network technique (GEP-ANN) was used. The results show that the GEP model can yield promising predictions with reasonable accuracy. However, the GEP model can be fine-tuned by introducing the hybrid model. The hybrid model decreases the recorded prediction errors by a factor of three for both the mobilized moment and damping ratio as compared to the GEP model. The results show that the predictive models yield a sensible performance power that minimizes the efforts needed for implementation of time-consuming finite element method. This study also deploys a local sensitivity analysis technique to assess how the input parameters are attributed to the target values.
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