Energy and thermal performance evaluation of an automated snow and ice removal system at airports using numerical modeling and field measurements

Airports are moving toward utilizing clean energy technologies along with the implementation of practices that reduce local emissions. This includes replacing fossil fuel-based with electricity-based operations. These changes would significantly impact the energy demand profile of airports. Electrically-conductive concrete (ECON) is currently a focus of heated pavement design for replacing conventional snow removal practices. ECON heated pavement systems (HPSs) use electricity to heat the pavement surface. Since experimental studies are resource intensive and ECON HPS performance depends on weather conditions, developing a field data-validated numerical model enables its long term energy performance evaluation. In this research, a finite element (FE) model is developed and experimentally-validated using two proposed model-updating methods for full-scale ECON HPS test slabs constructed at Des Moines International Airport (DSM) in Iowa. The model predicts energy demands and average surface temperatures within 2% and 13% respectively. The estimated power demand ranges from 325 to 460 W/m2 for different weather conditions. The results of this study provide a validated tool that can be used to evaluate the energy demand of ECON HPS. Studying the energy demand of ECON HPS opens the way for developing control strategies to optimize its energy use which will contribute to developing sustainable communities

Influence of mix design variables on engineering properties of carbon fiber-modified electrically conductive concrete

This research was inspired by the need to optimize the mix design of electrically conductive concrete (ECON) for field implementation. Carbon fiber was used for producing ECON with different mixing proportions and constituents. Calcium nitrite-based corrosion inhibitor admixture and methylcellulose were used as conductivity-enhancing agent (CEA) and fiber-dispersive agent (FDA) respectively. Five easy-to-change mix design variables were evaluated for their effects on electrical conductivity and strength of ECON: carbon fiber dosage, fiber length, coarse-to-fine aggregate volume ratio (C/F), CEA dosage, and FDA dosage. The results approved the effectiveness of the applied CEA in improving electrical conductivity while positively influencing strength. Conductivity was significantly influenced by: fiber content, C/F, fiber length, and CEA dosage. The dosages of Fiber, CEA, and FDA exerted significant influence on compressive strength. C/F and FDA dosage were significant variables influencing flexural strength

Development of Carbon Fiber-modified Electrically Conductive Concrete for Implementation in Des Moines International Airport

This paper reports on the procedures of mix design preparation, production, placement, and performance evaluation of the first electrically conductive concrete (ECON) heated-pavement system (HPS) implemented at a U.S. airport. While ECON has drawn considerable attention as a paving material for multi-functional pavements, including HPS, the majority of ECON HPS applications and studies have been limited to laboratory scale or include materials/methods that do not conform to regulations enforced by airfield construction practices. Carbon fiber-reinforced ECON provides a promising prospective for application in airfield pavements. In this study, ECON mixtures were prepared in the laboratory using varying cementitious materials, aggregate systems, water-to-cementitious ratios, carbon fiber dosages, and admixtures. The results of tests on laboratory-prepared mixes were utilized to find the most suitable ECON mix design for application in an HPS test section at the Des Moines International Airport. The properties of the ECON produced at the concrete plant were measured and compared with equivalent laboratory-prepared samples. The final mix design exhibited electrical resistivity of 115 Ω-cm in the laboratory and 992 Ω-cm in the field, while completely meeting strength and workability requirements. Despite the higher ECON resistivity obtained in large-scale production, the fabricated HPS exhibited desirable performance with respect to deicing and anti-icing operations. The test section was able to generate a 300–350 W/m2 power density and to effectively melt ice/snow with this level of energy

Non-invasive Sensor Deployment in Aurora Member States

InTrans Projects 19-156 and 19-697This project pursued a large-scale effort to deploy non-invasive sensors adjacent to invasive sensors (embedded in the pavement) located at existing road weather information system (RWIS) stations and to consider agency suitability between the different sensors. While some RWIS stations may have multiple invasive sensors measuring pavement temperature at various locations (e.g., bridge deck and approach), this deployment was unique in that both the invasive and non-invasive sensors were measuring the same, proximate physical locations. Within this effort, the project team was responsible for identifying the non-invasive sensors on the market, purchasing and distributing the compatible devices and necessary auxiliary equipment to participating Aurora member states and, once installed, assimilating agency experiences and establishing access, if possible, to the sensor data for comparison and visual presentation. The participating Aurora agencies were responsible for site selection, sensor calibration, installation, and maintenance. In general, many participating states provided positive feedback with respect to non-invasive sensors and their reported data. Some of the challenges that were shared included identifying a suitable installation location due to sensor specifications, initial sensor operation, and integration and data retrieval. As a result of this experience, some participating state departments of transportation (DOTs) have decided to adopt non-invasive sensors, expand their deployment of them, or even consider applications beyond those planned with this project. While this project initially targeted pavement surface temperature, one participating agency with limited non-invasive sensor experience is planning on statewide deployment for real-time friction measurements for use in agency decision making. The project allowed participating agencies to work with new vendors, creating an opportunity to evaluate the different products, encounter potential issues, and identify possible solutions through a low-risk environment. This effort will support future research on both pavement temperatures and friction across the US based on data from the same makes and models of non-invasive equipment