Why the roads in the northwest Pacific bent in extreme heat


Last weekend lethal heat wave, some roads in the northwest Pacific twisted. Workers tried to put cracked concrete and asphalt road back together under blistering conditions. The steel drawbridges were with water to ensure that they do not swell when closed under the distressing heat.

thermal dome who sat over the area gave a cruel stress test on its ajoradat, some of which did not last several days at record temperatures. It’s something that happened earlier, in Washington, Badger State, South Dakotaand anywhere else you experience extreme heat waves.

“You can design something to work in a very hot temperature or not. It is not a problem. “Steve Muench, a professor of construction at the University of Washington, says. The problem is that the current heat is contrary to technical expectations. Fixing a bigger problem takes planning, planning, and a lot of public willpower.

Why can’t these roads withstand heat?

Different roads behave very differently under heat. In the United States, roads are typically made of one of two materials – asphalt or concrete.

Concrete roads, according to Muench, are usually made of portland cement. To make a highway, it is made up of large slabs that can be about 15 feet long and four feet wide. As the temperature fluctuates, these large concrete slabs expand and contract. (How much they expand or contract is usually determined by what kind of crushed stones form the cement.)

Everything is normal. Usually, there is only enough space between the plates for expansion (in hot weather) and contraction (in cold weather) to go unnoticed by the average driver. But when it gets unreasonably hot, some of these concrete slabs start to run out of elbow, especially if pieces of sand or other debris have gotten between the slabs.

“When it gets really, really abnormally hot, like it hasn’t been so hot before in a long time, it expands so much that it bumps into an adjacent tile. There’s no more room to expand, they just push against each other and then pop up,” Muench says.

Asphalt is a completely different beast. “Asphalt is a viscoelastic material that is temperature dependent. So the hotter it is, the more liquid it is, ”Muench says. If it warms up enough, some asphalt roads can become soft or twist like Play-Doh, forming grooves as cars and trucks drive over them.

Both asphalt and concrete roads butter Designed to withstand heat. “We already know how materials can be adjusted to behave in hotter places,” Muench says. “That’s why Phoenix doesn’t break up – it’s not Armageddon there because it’s hotter.”

The problem is that when some of these roads in Washington State were designed, the use of these materials or design techniques would have been overwhelming – the area usually doesn’t heat up as well as Phoenix, so there was no need to build hard heat there. in view. Now it may be changing.

Preparing for a future that doesn’t look like any past

When engineers design you, they can look at historical weather data for the area and find out what’s normal. How much rain does this place get? What are extreme hot or cold? What are the chances that a nearby river will flood in the next 50 years? All of this information can tell you which materials and designs engineers choose. But that may no longer be enough.

“With climate change, you should think very carefully and go,‘ Should I be planning some kind of past information that may no longer matter? Or should I plan it based on what we predict for the future? ”, Muench says.

Roads take a long time, so building the future is starting to make sense. Engineers can use climate models to predict how things can change over time and build for a future that is hotter, wetter, or drier than anything seen in previous weather forecasts.

Even the roads developed based on these models are not perfect. “You can’t plan for everything. Some things just break down your infrastructure, ”Muench says. When a massive storm, earthquake, or other disaster strikes, some things fall apart, no matter how well designed. At that point, Muench says, comes the question of how you can recover from it quickly. This requires a variety of resources and planning, such as ensuring the availability of materials and training the workforce to respond immediately. These contingency plans are important during major disasters, so when the worst happens, the community is ready to face it.

Building for the future and preparing for future emergencies are both possible. We have the knowledge and technology to make it happen. The bigger question, according to Muench, is whether people are willing to invest money and resources in infrastructure that can withstand the storms of the future, both literally and figuratively. “I kind of hope we’re kind of crossing the bridge – not in the sense of words – where we can be willing to spend a little effort, time and money on things like that,” Muench says.

In fact, many transit departments across the country have dealt with shrinking budgets in an attempt to keep together an aging infrastructure built for a different climate. Planning for the future is important, but it often takes immediate care behind, such as the tendency to heat-loaded roads as they buckle. The crew goes out, repairs the concrete slabs or asphalt and gets the traffic flowing again. It is not a permanent fix.

“It’s just kind of waiting for something to break, and then fixing it when it breaks,” Muench says. “The bigger solution is to try to get ahead of the curve and think about the future of the future.”

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