| 1. |
- Adl-Zarrabi, Bijan, 1959, et al.
(författare)
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Safe and Sustainable Coastal Highway Route E39
- 2016
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Ingår i: Transportation Research Procedia. - : Elsevier BV. - 2352-1465 .- 2352-1457. ; 14, s. 3350-3359
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Konferensbidrag (refereegranskat)abstract
- The project “Coastal Highway Route E39” have a mandate to, investigate how infrastructure can exploit renewable energy to reduce environmental footprint. Three PhD projects were initiated on this subject at Chalmers University of Technology by Norwegian public road administration. Results in this paper conclude that (1) Life Cycle Assessment should have a geographical dimension with respect to assumptions and input data, (2) there are substantial potential to reduce the CO2 emissions from the E39, especially when considering an electrification, and (3) the harvested energy from hydronic pavement system can be enough for maintaining ice-free roads in Nordic countries.
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| 2. |
- Adl-Zarrabi, Bijan, 1959, et al.
(författare)
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Hydronic Pavement Heating for Sustainable Ice-free Roads
- 2016
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Ingår i: Transportation Research Procedia. - : Elsevier BV. - 2352-1465 .- 2352-1457. ; 14, s. 704-713
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Konferensbidrag (refereegranskat)abstract
- Hydronic pavement is an alternative method for de-icing of roads. A hydronic pavement (HP) could be more environmental friendly than traditional de-icing methods such as salting. The HP system consists of embedded pipes in the pavement structure, with a fluid as energy carrier. The performance of a HP system strongly depends on a number of parameters e.g. the location of the pipes, the thermal properties of pavement structure and the temperature level of the heat storage system. In this paper initial results related to the designing of a HP system are presented.
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| 3. |
- Adl-Zarrabi, Bijan, 1959, et al.
(författare)
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Hydronic Pavement Using Low Temperature Borehole Thermal Energy Storage
- 2016
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Ingår i: Advances in Civil, Environmental and materials research (ACEM16). - 9788989693444 ; , s. 14-
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Konferensbidrag (refereegranskat)abstract
- Winter conditions on roads are a challenge for road administrators in cold climates and with increased public demands on safety, winter maintenance activities will increase. The most common winter maintenance activity in Scandinavia is anti-icing, which is performed when it is a risk for ice formation on the road surface. Commonly a truck is utilized for spreading freeze point depressant, like salt, on the pavement thereby lowering the freezing point and preventing ice formation on the surface. This method has been questioned for a number of reasons e.g. salts have negative effects on the local environment. An alternative method for de-icing is to use hydronic pavement (HP). HP consists of a pipe network, embedded inside the pavement, in which a fluid is circulated. The fluid collect solar energy during summer days and transports heat back to the road surface during icy winter days. The harnessed and released energy should be in balance, otherwise an additional heat sources is needed. This study has investigated the possibility of developing an alternative strategy to heat the pavement surface with stored low temperature fluids. By using the methodology, and software BRIDGESIM, a preliminary design of a hydronic pavement system have revealed that it is not feasible to design a system for the cold climate of Ö stersund (Sweden); only relying on harnessing solar energy and store the energy in a borehole thermal energy storage. However it was revealed that it is possible to design HP system for low supply temperatures of about 7 °C. Which is far below the supply temperature of about 35 °C, recommended by manufacturers of HP system. The prospect of utilizing low-temperature heat sources would make HP system more energy efficient which could make it an alternative to traditional winter maintenance methods.
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| 4. |
- Andersson-Sköld, Yvonne, 1957-, et al.
(författare)
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Masshantering : indikatorer och nyckeltal för incitament för reducerad klimatpåverkan vid upphandling
- 2022
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Metodik för styrning av cirkulär masshantering i Trafikverket är inriktad på moment som genomförs i projekteringsskedet. Det saknas metodik för hur indikatorer och nyckeltal kan föras över till entreprenaden. För att förbättra krav och incitament i entreprenadupphandling måste krav som är upphandlingsbara och uppföljningsbara i entreprenaden utvecklas. Syftet med detta projekt är att, i en förstudie, ta fram förslag på indikatorer och nyckeltal för upphandling som kan användas för att sätta krav och ge incitament som kan föras in i Trafikverkets upphandlingar för att förbättra masshanteringen, såväl i planeringen av projekt som i själva utförandet. De krav och incitament som på längre sikt ska arbetas fram ska kunna användas vid upphandlingar och därmed bidra till att entreprenörer kommer att arbeta mer cirkulärt, hållbart och innovativt med masshantering än i dagsläget. Huvudsyftet är att upphandlingsförfarandet ska bidra till att uppnå Trafikverkets mål att infrastrukturen ska vara klimatneutral senast år 2045. Arbetet utgörs av en omvärldsanalys som baseras på internationell och nationell litteratur, masshanteringsrapportering samt intervjuer. Från omvärldsanalysen framgår att regelverken kring uppgrävda massor inte är tydlig, men att massorna klassas som avfall i de flesta länder. Detta leder i sin tur till att massorna inte återvinns i så hög grad som är teoretiskt möjligt och inte heller så högt upp som möjligt i värdekedjan. För att förbättra detta krävs tydligare incitament, indikatorer och nyckeltal samt redovisningsverktyg och guidande material från Trafikverket. I detta projekt har förslag på indikatorer och nyckeltal tagits fram. Dessutom har en Excelbaserad prototyp för hur flera av dessa kan redovisas tagits fram. Denna ska när den färdigställts kunna användas såväl inför en upphandling som för att användas för att följa upp och utvärdera masshantering i ett projekt. Rapporten ger också förslag på fortsatt arbete för att utveckla prototypen för utvärdering av masshantering på projektnivå och ur ett samhällsekonomiskt perspektiv.
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| 5. |
- Andersson-Sköld, Yvonne, 1957-, et al.
(författare)
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Ramverk för att prioritera och bedöma nyttan av klimatanpassningsåtgärder
- 2023
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Klimatförändringarna är idag påtagliga och även om vi snabbt får ner utsläppen av växthusgaser kommer fler, mer omfattande och mer kostsamma klimatrelaterade händelser att inträffa alltmer ofta. Kostnaderna inom den svenska transportsektorn för klimatrelaterade händelser som skadar gator, vägar, spår-/järnväg, med flera sårbara delar av infrastrukturen är stora redan idag och förväntas öka. Översvämningar, bränder och skador till följd av väderrelaterade händelser på anläggningar resulterar bland annat i minskad framkomlighet och en ökad risk för olyckor. För att upprätthålla transportsystemets funktion är det därför viktigt att vi vidtar riskreducerande åtgärder för att minska sannolikheten och omfattningen av negativa konsekvenser av både dagens klimat- och väderrelaterade händelser men framför allt för att hantera framtida klimatrelaterade händelser. Det är nödvändigt att säkerställa transportsystemets funktion vid extrema väderhändelser, och under perioder av långvarig nederbörd, långvariga värmeböljor och förändrade nederbördsmönster. Det gäller också att redan idag möjliggöra anpassningsåtgärder för att hantera långsiktiga förändringar som höjd havsvattennivå och grundvattennivåer, som påverkar infrastrukturens framkomlighet och livslängd.I denna rapport presenteras sammanfattande resultat och en sammanfattning av hur ett ramverk för att utvärdera klimatrelaterade effektsamband har använts. Med effektsamband avses att identifiera, bedöma och värdera klimatrelaterade risker och riskreducerande åtgärder. I denna rapport är fokus på att identifiera, bedöma och utvärdera effektiviteten av klimatrelaterade åtgärder. Resultatet av det framtagna ramverket kan användas för att analysera riskreducerande åtgärders effekter, det vill säga för att bedöma om det är relevant att genomföra en åtgärd, när i tiden den bör genomföras samt för att bedöma vilken åtgärd som är mest relevant att genomföra. De risker som beaktas genom fallstudier innefattar brandrisk, olycksrisk på gator och vägar på grund av nollgenomgångar eller värme, översvämning, erosion och skred och påverkan på vägkonstruktionen (spårbildning, bärighet och utmattning), solkurvor och risker vid kraftiga vindar. Testerna har innefattat faro- och riskidentifiering, riskanalys, identifiering och utvärdering av möjliga åtgärder. Exempel på fallstudier är Gävleregnet 2021, ett skyfall i Kungsbacka kommun 2019, erosionsrelaterade förändringar under lång tid vid Österdalälven och beräkningar av påverkan av temperatur, fuktighet och förändringar i tjälförändringsmönster på vägkonstruktionen vid E10 vid Svappavaara. I en av de fallstudier som sammanfattas i rapporten redovisas även en monetär värdering och känslighetsanalys. Ramverket har också legat till grund för en diskussion avseende klimatrelaterade risker kopplade till elförsörjning.
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| 6. |
- Mirzanamadi, Raheb, 1987, et al.
(författare)
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An analysis of hydronic heating pavement to optimize the required energy for anti-icing
- 2018
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Ingår i: Applied Thermal Engineering. - : Elsevier BV. - 1359-4311. ; 144, s. 278-290
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Tidskriftsartikel (refereegranskat)abstract
- The aim of this study is to determine the optimal required energy for anti-icing the road surface using a Hydronic Heating Pavement (HHP). A hybrid 3D numerical model is used to simulate the transient anti-icing operation of the HHP system. Moreover, a superposition principle is used to separate the numerical simulation model into two fundamental sub-models: (i) a model with supplying heat to the HHP system and (ii) a model without any heat supply. The criteria for determining the optimal required energy is to increase the temperature at the road surface to provide an ice-free road. To ensure the anti-icing, the temperature threshold of +0.49 °C is added to the required temperature increase at the road surface. The optimal required energy is calculated using a linear programming optimization method. The climate data are obtained from Östersund, a city in the middle of Sweden with long and cold winters. Furthermore, the maximum heat flux supplied to the HHP system is constrained to be 200 W/m2. The results of optimization reveal that the optimal required energy is 106.6 kWh/(m2year). Supplying this amount of energy to the HHP system leads to remain only three hours of the slippery conditions at the road surface.
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| 7. |
- Mirzanamadi, Raheb, 1987, et al.
(författare)
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Anti-icing of road surfaces using Hydronic Heating Pavement with low temperature
- 2018
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Ingår i: Cold Regions Science and Technology. - : Elsevier BV. - 0165-232X. ; 145, s. 106-118
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Tidskriftsartikel (refereegranskat)abstract
- A traditional method to mitigate slippery conditions on a road surface is to spread out sand and salt. This method results in corrosion of the road infrastructures and damage to surrounding vegetation. A renewable alternative method for anti-icing the road surface is to use a Hydronic Heating Pavement (HHP). The HHP consists of embedded pipes in the road. A fluid as thermal energy carrier circulates through the pipe. The energy is harvested in summer and saved in seasonal thermal energy storages. The harvested energy, as the only source of energy, is released in winter for snow/ice melting. The aim of this study is to investigate the anti-icing performance of the HHP system during cold periods. A two-dimensional numerical model was developed to investigate how different design options, such as distance between the pipes, affect the efficiency of the HHP systems. The annual required energy for anti-icing and remaining hours of the slippery conditions on the road surface were numerically calculated using a finite element model. The numerical model was validated for two cases: (i) for a road without pipes using a one year measured data of an existing road and (ii) for a road with embedded pipes using an analytical solution. The validation results for a road without pipes showed that the mean annual temperature difference of the road surface is 0.28 °C with standard deviation of 3.53 °C between the measured data and numerical calculation. The validation results for the road with embedded pipes showed that the maximum relative error associated with the thermal resistance between the pipes and surface is less than 1% between the numerical model and the analytical solution. In order to investigate the anti-icing performance of the HHP system, the climate data from Östersund, an area in middle of Sweden, were selected. The results revealed that the anti-icing performance of the HHP system improves when the pipes are placed closer, the depth of embedded pipes is reduced, large pipe sizes are used and when the road surface has a lower emissivity value. Among all options, the distance between pipes has the most significant effect on improving the anti-icing performance, so changing the pipe distances from 400 mm to 50 mm results in approximately four times shorter hours of the slippery conditions on the road surface.
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| 8. |
- Mirzanamadi, Raheb, 1987, et al.
(författare)
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Coupling a Hydronic Heating Pavement to a Horizontal Ground Heat Exchanger for harvesting solar energy and heating road surfaces
- 2020
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Ingår i: Renewable Energy. - : Elsevier BV. - 0960-1481 .- 1879-0682. ; 147:1, s. 447-469
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Tidskriftsartikel (refereegranskat)abstract
- The traditional method for anti-icing roads is distributing salt and sand. However, the method causes environmental pollution and damages to road infrastructures. A renewable alternative method for winter maintenance of roads is to use Hydronic Heating Pavement (HHP), coupled to a Ground Heat Exchanger (GHE). The aim of this paper is to examine the feasibility of the coupled HHP system to a Horizontal GHE (HGHE) for harvesting solar energy during summer and anti-icing road surfaces during winter. A hybrid 3D numerical simulation model is used to analyze the harvesting and anti-icing operations. Furthermore, a 2D numerical simulation model is used to calculate the heat loss from the HGHE to the surrounding ground. The climate data are obtained from Östersund, a city in the middle of Sweden with long and cold winter period. The results showed that the amount of harvested solar energy during summer is, on average, 99kWh/(m2⋅year). Less than 10% of this energy is lost to the surrounding ground. In addition, the required energy for anti-icing the road surface is 75kWh/(m2⋅year). Applying this amount of energy for anti-icing the road surface results in remaining, on an annual average, 580 h of slippery condition on the road surface.
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| 9. |
- Mirzanamadi, Raheb, 1987, et al.
(författare)
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Hydronic Heating Pavement with Low Temperature: The Effect of Pre‐Heating and Fluid Temperature on Antiicing Performance
- 2018
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Ingår i: Springer Proceedings in Energy. - Cham : Springer International Publishing. - 2352-2542 .- 2352-2534. - 9783030006617 ; , s. 479-491
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Konferensbidrag (refereegranskat)abstract
- A renewable method to mitigate the slippery condition on road surfaces is to use Hydronic Heating Pavement (HHP) system. The HHP system consists of embedded pipes in the road which a fluid as thermal energy carrier circulates through the pipes. The aim of this study it to evaluate the effects of pre-heating the road surface and different fluid temperatures on the anti-icing performance of the HHP system. A two- dimensional numerical simulation model was developed using finite element method in order to calculate the annual required energy and remaining hours of the slippery conditions on the road surface. The numerical simulation was validated by an analytical solution associated with an infinite region bounded internally by a pipe with a constant temperature. The validation result related to the heat flow and integrated heat loss from the pipe showed that for the running time longer than 20 minutes, the maximum relative error is less than 4% between the numerical simulation and the analytical solution. In order to evaluate the anti-icing performance of the HHP system, the climate data from Östersund, an area in middle of Sweden with cold and long winter period, were selected. Results showed that pre-heating the road considerably shortened the slippery hours of the road surface.
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| 10. |
- Mirzanamadi, Raheb, 1987
(författare)
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Ice free roads using hydronic heating pavement with low temperature: Thermal properties of asphalt concretes and numerical simulations
- 2017
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Licentiatavhandling (övrigt vetenskapligt/konstnärligt)abstract
- A traditional method to mitigate the slippery conditions of a road is to spread out salt and sand on the road surface. However, salting causes corrosion on the road infrastructures, damage to surrounding vegetation and salification of fresh water. Hence, there is a need for alternative solutions to mitigate the slippery conditions. A renewable alternative is to use a Hydronic Heating Pavement (HHP). The HHP system consists of embedded pipes in the road. A fluid as thermal energy carrier circulates through the pipes. During sunny days, when the road surface is warm, the energy is harvested and saved in seasonal thermal energy storages. During cold days, the warm fluid from the storage is pumped back to the pipes to increase the surface temperature.The aim of this study is to investigate the performance of the HHP system for harvesting energy from the road surface during summer and anti-icing the road surface during winter. In the HHP system, the main part of the heat transfer occurs between the embedded pipes and the road surface. Hence, it is of importance to determine the thermal properties of the road materials. The thermal properties of a few Swedish typical asphalt concretes, used to construct the asphalt road pavements, were experimentally measured by the Transient Plane Source (TPS) method. The accuracy of the measurements of the TPS method was examined using different sensor sizes. Moreover, in order to investigate the effects of the different design parameters of asphalt concrete such as the types of aggregates on the thermal properties, a numerical model of asphalt concrete was developed. Comparing the obtained thermal properties by the numerical model and the experimental measurements exhibited that the relative error between two methods is in the range of 2% to 10%.Furthermore, in order to investigate the performance of the HHP system, a two-dimensional numerical model of the HHP system was developed based on the Finite Element Method (FEM). The developed numerical model was validated by two cases: (i) for the road without pipes, using a one year measured data and (ii) for the road with the embedded pipes, using analytical solutions. The validation results for the road without pipes showed that the annual mean difference of the temperature at the depth of 10 cm from the road surface is 0.1°C with the standard deviation of 1.15°C between the measured data and the numerically predicted temperature. The validation results for the road with the embedded pipes showed that the maximum relative error of the thermal resistance between the pipe and surface is less than 5% between the obtained results from the numerical model and the analytical solution. In order to investigate the harvesting and anti-icing performance of the HHP system, the climate data were selected from Östersund in middle of Sweden, where there is an ongoing test site project to construct the HHP system in 2017. It was assumed that when the road surface temperature was lower than 0°C, the heating was started to keep the surface temperature higher than the dew point temperature. The heating was stopped when the air temperature was below -12°C. Based on the climate data, 90% of the slippery conditions on the road surface, due to condensation, occurred when the air temperature was above -12°C. Furthermore, the air temperature was above 8°C during 70% of the warm days (from the first of May to the end of September). The air temperature of 8°C was taken into account to start harvesting energy from the road surface. The results showed that by maintaining constant fluid temperature of 6°C through the pipes, 100 mm distance between the pipes and 3.5 m width of the road, the annual required energy for anti-icing the road surface is 356 kWh/(m·year) and the annual harvested energy from the road surface was 1,047 kWh/(m·year). Enhancing the thermal conductivity of road layers improves the harvesting and anti-icing performances of the HHP system.
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