COOL PAVEMENT

1. INTRODUCTION

Solar reflective "cool" pavements stay cooler in the sun than traditional pavements.
Pavement reflectance can be enhanced by using reflective aggregate, a reflective or clear
binder, or a reflective surface coating.

The asphalt pavements get hot in the sun because they absorb 80-95% of sunlight. Hot
pavements aggravate urban heat islands by warming the local air, and contribute to global
warming by radiating heat into the atmosphere - pavements can aggravate urban heat
islands because they comprise about one third of urban surfaces. Hot pavements can also
raise the temperature of storm water runoff.

Temperatures in cities are rising at a fast pace due to the replacement of natural vegetated
areas with artificial waterproofed surfaces. Compared to rural areas, cities have larger
swaths of paved surfaces that store more heat – this is one of the causes of the so-called
“heat island effect”. One way to solve this problem is to use smart materials known as
“cool pavements”.

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Graph 1.1 Urban Heat Island Profile

Urban heat island effect raises temperatures in cities, leading to an increased energy
demand for cooling buildings and damaging the population’s health. Its main cause is the
replacement of natural surfaces (grass, bare soil, groundcovers) with materials that store
solar radiation (concrete, black asphalt). These materials decrease thermal loss due to their
energy-storing properties. The replacement of these conventional pavements with cool
ones can decrease the surface temperature and help mitigate the heat island effect.

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2. COOL PAVEMENT

2.1. General

Cool pavements can be made from traditional paving materials, such as cement concrete.
New cement concrete has a solar reflectance (SR) of 30–50%. There are also novel cool-
colored coatings for asphalt concrete pavements that reflect about 50% of sunlight. Another
approach is to use a clear binder that reveals highly reflective (light-colored) aggregate.

As with all materials exposed to the atmosphere and use, the solar reflectance of pavement
can change over time. For example, as cement concrete pavement ages it tends to get darker
with tire and grease stains (new SR 30-50%; aged SR 20-35%), but asphalt concrete
lightens (new SR 5%; aged SR 10-20%) as it ages because the asphalt binder oxidizes and
more aggregate is exposed through wear.

2.2. Design Methodology of Cool Pavement

Most of the strategies to reduce pavement temperature deal with either treating the surface
of existing pavements or the design and construction of new pavements.

1. Pavement preservation and rehabilitation

a) Reflective coatings and seals

b) Whitetopping

2. Construction of new pavements

a) Modified mixes

b) Permeable pavements

c) Vegetated pavements

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2.2.1. Pavement Preservation and Rehabilitation

Traditional pavements, particularly asphalt pavements, have a low albedo (solar

reflectance) and retain the captured heat quite well. The most cost effective way to make
these existing pavement “cool” is to treat their surfaces, which can also preserve the life
and improve the performance of the pavement, due to less thermal and environmental
stresses for the pavement. Reflective Coatings and Seals Treating the pavement surface
with lighter colored material to increase reflectance is a relatively straightforward
procedure. There are a number of different techniques, but the overall approach is the same.
By covering the exposed surface, typically of existing pavements, the albedo is increased
without reconstructing the whole roadway or parking lot.

2.2.1.1. Reflective Coatings and Seals

2.2.1.1.1. Chip Seals

Chip seals are commonly used as a low cost and quick method of resurfacing roads. Using
a light-colored aggregate with polymers, emulsion or resin for the binder, these chips seals
create a marked improvement of the pavement’s SRI as measured for the top coat. They
also extend the life of the road surface.

2.2.1.1.2. Scrub Seals

The application of a scrub seal is very similar to how a chip seal is placed, except the
distributor truck tows a scrub broom. The rate of asphalt emulsion application and travel
speed of the distributor truck are adjusted to result in a small “wave” of asphalt emulsion
being generated in front of the forward brooms. The brooms force the wave of asphalt
emulsion down into the cracks resulting in the cracks being better filled. The rear brooms
ensure the asphalt emulsion is uniformly applied and that any excess is swept forward.

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2.2.1.1.3. Microsurfacing
Microsurfacing, or sealing the surface of the pavement with a thin layer of high albedo
material, can increase the reflectance of the pavement and extend the life of the the
pavement. Many of these coatings have been engineered to provide enough friction to
remain safe in wet conditions. Products, like Emerald Cool Pavements, are available on the
market.

2.2.1.2. Whitetopping

The traditional approach to resurfacing pavements through a concrete overlay, known as

whitetopping, can dramatically increase the pavement’s albedo. The reflective benefits
of normal whitetopping, where the layer of concrete is greater than 4 inches thick, and
ultra-thin whitetopping, where the application is only 2-4 inches thick, are comparable.
The benefits of using this technique include 6:

● Avoids traditional stresses of an asphalt overlay

● Can be used on existing pavement systems

● Quick to apply and reopen to traffic

● Less sensitive to seasonal variations

● Easily serviced

2.2.2. Construction of New Pavements

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For new pavements, there are different techniques that can be used during construction to
reduce the temperature of the surface, either through increasing the albedo or promoting
evaporative cooling.

These strategies go deeper than the surface, and require the use of different materials and
techniques than traditional methods. Some of these techniques have other environmental
benefits besides reducing the temperature of the pavement, such as using less hazardous
binders, using a waste material from other industries as binders, and generating less erosion
through water runoff.

2.2.2.1. Modified Mixes

Modifying the mix of both asphalt and concrete pavements can increase their reflective
properties.

2.2.2.1.1. Modified Asphalt Pavements

Modified Asphalt Pavements: Using a lightly colored aggregate will raise the albedo to
.15-.20 when it’s freshly laid. Another technique to be considered is the addition of colored
pigments to the mix. Non-bituminous binders, such as tree resin, are clear and therefore
depend on the aggregate for overall reflective property. Resin pavements are suitable for
walkways, bike paths, and parking lots. One resin-based product currently on the market
is Natural Pave.

2.2.2.1.2. Modified Concrete Pavements

Modified Portland Cement Concrete Pavements: While unmodified concrete pavements

are moderately reflective, steps can be taken to improve their overall reflectivity. Using

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lightly colored aggregates and white cement can increase the albedo to .70. 9 Using
recycled materials in concrete mixes can also improve the reflectance. Fly ash, a byproduct
of coal fueled power plants, and slag, a byproduct of blast furnace production of iron ore,
can be used as aggregate. Slag is noted for its reduced heat generation, as well as higher
strength and improved durability. The use of fly ash and slag qualifies projects for LEED
credits.

2.2.2.2. Permeable Pavements

Permeable pavements achieve a cooler surface through convection. Both asphalt and
concrete pavements can be constructed with an open graded mix of larger aggregate, which
is bound. Below that rests a layer of crushed stone, which enables water to flow through
and away. These pavements are cooler than traditional pavements due to the increased
surface area exposed to air. The porous quality also allows water to evaporate, thereby
lowering the temperature through evaporative cooling. Regular maintenance is required to
prevent dust and other particulates from clogging the pavement, making it less porous.
Noise reduction is an added benefit of open graded pavements.

2.2.2.3. Vegetated Pavements

Vegetated pavements describe surfaces that have plants, typically grass, growing on them.
A plastic, metal, or concrete lattice is installed on the ground, which allows vegetation to
grow through the interstices. Vegetation has quite good reflectance which lowers the
temperature, but there is also the added benefit of cooling through transpiration. Vegetated
pavements are also permeable, which is good for water runoff. They do require more
maintenance though, particularly through winter and the dry seaso

2.3. Potential Cool Pavement Types & Their Uses

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Current cool pavements are those that have increased solar reflectance or that use a
permeable material. Some of these pavements have long been established—such as
conventional concrete, which initially has a high solar reflectance. Others are emerging—
such as micro surfacing, which is a thin sealing layer used for maintenance. Some
pavement applications are for new construction, while others are used for maintenance or
rehabilitation. Parking lots typically make up a large portion of the paved surfaces in urban
areas. All current cool pavement technologies can be applied to parking lots, which may
explain why many research projects have been and are being conducted on them.

Below are brief descriptions of potential cool pavements and their typical uses:

2.3.1. Conventional asphalt pavements

Which consist of an asphalt binder mixed with aggregate, can be modified with high
albedo materials or treated after installation to raise reflectance. This material has been
applied for decades in a wide range of functions from parking lots to highways.

2.3.2. Conventional concrete pavements

Made by mixing Portland cement water, and aggregate, can be used in a wide range of
applications including trails, roads, and parking lots.

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2.3.3. Other reflective pavement

Made from a variety of materials, are mostly used for low-traffic areas, such as
sidewalks,
trails, and parking lots. Examples include:

1. Resin based pavements, which use clear tree resins in place of petroleum-based
elements to bind an aggregate.
2. Colored asphalt and colored concrete, with added pigments or seals to increase
reflectance

2.3.4. Non vegetated permeable pavements

Contain voids and are designed to allow water to drain through the surface into the sub
layers and ground below. These materials can have the same structural integrity as
conventional pavements. For example, some forms of porous pavements, such as open-
graded friction course (OGFC) asphalt pavements, have been in use for decades to improve
roadway friction in wet weather. Recently, rubberized asphalt has been used on roads and
highways to reduce noise, and pervious concrete applications are being studied for roadway
use. For some permeable pavement options, the typical use may be for lower traffic areas
such as parking lots, alleys, or trails. Examples of non vegetated permeable pavements
include:

1. Porous asphalt
2. Rubberized asphalt, made by mixing shredded rubber into asphalt
3. Pervious concrete
4. Brick or block pavers, are generally made from clay or concrete, and filled
with rocks, gravel, or soil; also available in a variety of colors and finishes
designed to increase reflectance

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Fig 2.3.5.1. Non Vegetated permeable pavements

2.3.5. Vegetated permeable pavements

Vegetated permeable pavements, such as grass pavers and concrete grid pavers, use plastic,
metal, or concrete lattices for support and allow grass or other vegetation to grow in the
interstices. Although the structural integrity can support vehicle weights comparable to
conventional pavements, these materials are most often used in areas where lower traffic
volumes would minimize damage to the vegetation, such as alleys, parking lots, and trails,
and they may be best suited to climates with adequate summer moisture.

Fig 2.3.4.1. Vegetated pavements

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2.3.6. Chip seals

Chip seals consist of aggregate bound in liquid asphalt, and are often used to resurface low-
volume asphalt roads and sometimes highways.

Fig 2.3.6.1. Chip Seals

2.3.7. Scrub Seals

Scrub seals can also be used to raise the SRI of a surface by using light-colored aggregates
for the application.

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Fig 2.3.7.1 Scrub seals

2.3.8. Whitetopping

Whitetopping is a layer of concrete greater than 4 inches (10 cm) thick, often containing
fibers for added strength. Typical applications include resurfacing road segments,
intersections, and parking lots.

Fig 2.3.8.1. Whitetopping

2.3.9. Ultra-Thin Whitetopping

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Ultra-thin whitetopping is similar to whitetopping and can be used in the same applications,
but is only 2–4 inches (5–10 cm) thick.

Fig 2.3.9.1. Ultra-Thin Whitetopping

2.3.10. Microsurfacing

Micro surfacing is a thin sealing layer used for road maintenance. Light-colored materials
can be used to increase the solar reflectance of asphalt. Researchers recently applied light-
colored micro surfacing material that consisted of cement, sand, other fillers, and a liquid
blend of emulsified polymer resin, and found the solar reflectance to be comparable to that
of new concrete. An example for micro surfacing is Emerald cool Pavement.

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Fig 2.3.9.1. Microsurfacing

2.3.10.1. Emerald Cool Pavements

Solar Reflective "Cool Pavement Coatings” and "Cool Slurry Seal" reduce surface heat of
asphalt 20-40˚(F) and reduce CO2 during peak heat. These energy efficient nano-coatings
can protect and reclaim deteriorating asphalt from the effects of thermal heat, UV radiation
degradation It is also known as Energy Efficient Cool Pavements.

Cool Slurry is a state of the art nano-engineered polymer which is water soluble, tough,
durable 50% rubberized material by volume. Unlike toxic asphalt slurry sealers, this
product is water soluble, non-toxic and can be applied by hand squeeze than squeegee
machine application.

Fig 2.3.10.1.1. View of the Sheraton Hotel from the "Cool Pavement" Parking Lot
Downtown Phoenix, Taylor & Polk Streets (story on right)

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2.3.10.1.1. Asphalt Cool Pavements

Newly constructed asphalt concrete pavement has a solar reflectance of around 0.05 (5%),
meaning that it absorbs 95% of the sunlight that reaches its surface, causing it to get very
hot on a clear summer day. However, oxidation and wear and tear from vehicle traffic cause
the dark binder of asphalt concrete pavement to dissipate over time. This leads to an
increase in its solar reflectance of as much as 0.20 (20%) after seven years of use. Once
asphalt concrete has deteriorated to this extent, it typically requires resurfacing that has
conventionally been done with dark materials that approximate the original appearance of
the pavement.

Fig 2.3.10.1.1. Aged asphalt concrete (left), new asphalt concrete (right)

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Cool slurry coatings are provided for the asphalt pavements to reduce the heat island
effect.

Fig 2.3.10.1.1.2 Hillside Asphalt Driveway Before and After

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Fig 2.3.10.1.1.3 Cool Slurry Application

EC Cool Slurry is a nano engineered rubber asphalt coating which is water soluble, tough,
durable and 50% SBR. This is a non-toxic alternative to traditionally asphalt slurries, which
can be hand or machine squeezed. EC Cool Slurry reduces surface heat by 20oC-30oC.
Combined with EC Solar Shield, this coating provides excellent protection gain water
intrusion and UV degradation.

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Fig 2.3.10.1.1.4. Cool Slurry

2.3.10.1.2. Solar Shield

A Solar Reflective sealer is designed to cool, colour and seal Emerald Cities Cool
Pavements Products. Solar shield seals and protects the surface from UV, hot tire pick-
up, surface blemishes and staining. On Cool Slurry, 20F-30F cooling is achieved on
untreated asphalt or cement and 10F-20F surface heat reduction can be achieved, all
depending upon the colour selected.

Fig 2.3.10.1.2.1 Solar shield

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2.4. Potential Mechanism For Keeping The Pavements Cool

2.4.1. Increase Pavement Surface Reflectance

Solar reflectance, or albedo, is the percentage of solar energy reflected by a surface. Most
existing research on cool pavements focuses on solar reflectance, which is the primary
determinant of maximum pavement surface temperature. High albedo also could reduce
pavement temperatures below the surface, because less heat is available at the surface to
then be transferred into the pavement. Many opportunities exist to improve this property
in pavements.

2.4.2. Increase Pavement Thermal Emittance

A material’s thermal emittance determines how much heat it will radiate per unit area at a
given temperature, that is, how readily a surface sheds heat. Thermal emittance plays a role
in determining a material’s contribution to urban heat islands. Research from 2007 suggests
albedo and emittance have the greatest influence on determining how a conventional
pavement cools down or heats up, with albedo having a large impact on maximum surface
temperatures, and emittance affecting minimum temperatures4. Although thermal
emittance is an important property, there are only limited options to adopt cool pavement
practices that modify it because most pavement materials inherently have high emittance
values.

2.4.3. Increase Pavement Surface Convection

Pavement transfers heat to the near-surface air through convection as air moves over the
warm pavement. The rate of convection depends on the velocity and temperature of the air
passing over the surface, pavement roughness, and the total surface area of the pavement
exposed to air. Some permeable pavements have rougher surfaces than conventional
pavements, which increases their effective surface area and creates air

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turbulence/circulation over the pavement. While this roughness can increase convection
and cooling, it might also reduce the surface’s net solar reflectance.

2.4.4. Reduce Pavement Thermal Conductivity

Thermal conductivity is the ability or power of materials to conduct or transmit heat. It

determines how fast and easily the heat would be conduct from high temperature
object/part to low temperature object/part. Pavement with low thermal conductivity may
heat up at the surface but will not transfer that heat throughout the other pavement layers
as quickly as pavement with higher conductivity.

2.4.5. Reduce Pavement Heat Capacity

Heat capacity is the amount of heat required to raise the temperature of one unit weight of
a substance by one degree Celsius without change of phase. It determines how much energy
would be absorbed and stored in the pavement at certain temperature. Many artificial
materials, including pavement, can store more heat than natural materials, like dry soil and
sand. As a result, built-up areas typically capture more of the solar energy—sometimes
retaining twice as much as their rural surroundings during daytime6. The higher heat
capacity of conventional urban materials contributes to heat islands at night, when
materials in urban areas release the stored heat.

2.4.6. Evaporation Cooling

Evaporation would require heat energy to achieve the phase change from liquid to gas. It
will absorb heat energy from surroundings and cool down them. Evaporation of water on
the pavement surface or within the pavement void structure would draw out heat from the
pavement and the near-surface air, thus cooling the pavement down. It is just similar to the
evaporative cooling from vegetated land cover.

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2.4.7. Shading Pavements

Shading pavements could reduce the sunlight on the pavement and thus directly reduce the
heat sources (solar energy) coming into the pavement, thus reducing the pavement
temperature.

2.4.8. Heat Capacity

Many artificial materials, such as pavement, can store more heat than natural materials,
such as dry soil and sand. As a result, built-up areas typically capture more of the sun’s
energy—sometimes retaining twice as much as their rural surroundings during daytime.
The higher heat capacity of conventional urban materials contributes to heat islands at
night, when materials in urban areas release the stored heat.

2.4.9. Thickness

The thickness of a pavement also influences how much heat it will store, with thicker
pavements storing more heat.

2.4.10. Urban Geometery

The dimensions and spacing of buildings within a city, or urban geometry, can influence
how much heat pavements and other infrastructure absorb. For example, tall buildings
along narrow streets create an “urban canyon.” This canyon effect can limit heat gain to
the pavement during the day, when the buildings provide shade. But these same buildings
may also absorb and trap the heat that is reflected and emitted by the pavement, which
prevents the heat from escaping the city and exacerbates the heat island

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DEVELOPMENT OF COOL PAVEMENT WITH DARK

COLORED HIGH ALBEDO COATING

A new type of pavement is developed to satisfy both high albedo and low brightness with
the innovative paint coating technology. The function of this pavement is based on a thin
paint coating on the surface of the conventional dark asphalt pavement, which gives quite
high reflectivity for the near infrared and low reflectivity for the visible (Figure 2.5.1). This
results in the dark colored pavement surface while achieving much higher albedo. The fine
hollow ceramic particles are included in the paint to expect additional effects on reducing
thermal conduction and heating of the coat. As the high brightness of road surfaces
deteriorates the visibility of painted lane markings, the target brightness as represented by
the L* value (a brightness index) is set to approximately 40 and under.

Fig 2.5.1 Schematic view of paint coated asphalt

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2.5.2. CASE STUDY

Fig 2.5.1.1.Schematic diagram of vertical structure

Graph 2.5.1.1. L* value vs Albedo Graph 2.5.1.2. L* value vs Surface

temperature
reduction

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The temperatures of asphalt coated by selected paints were measured in the field yards
located in
Tsukuba and Okinawa, the latter has been exposed to larger solar radiation. In the Okinawa
field measurement, test pieces with dimensions of 30cm square and 5cm thick were placed
on existing asphalt surfaces. The surface temperature was continuously measured using
thermocouples. Graph 2.5.1.1 summarizes the relation between the L* value and
corresponding albedo for each coating of the test piece. Two prototypes are the initially
developed coatings, and other circles represent further developed test coatings. Blacked
circles are considered to have high quality in terms of brightness and albedo. The maximum
reduction of surface temperature for each piece (ΔTs) from the conventional asphalt
pavement on a sunny clear day (24th of July, 2003) was plotted against the L* value (graph
2.5.1.2). It is judged that pieces labeled as No.104, 105, 113 and 120 exhibit relatively high
performance in reducing the surface temperature.

Another field measurement has been conducted in Tsukuba City located about 50 km north-
east of Tokyo. Larger test pieces with more realistic layered structure were installed as
shown in Figure 2.5.1.1. Meteorological elements such as solar radiation, atmospheric
radiation, air temperature, relative humidity and wind velocity at a height of 300 cm above
the pavement were measured along with the substrate temperatures at several depths in the
pavement. It is found that the paint-coated asphalt pavement shows about 15°C lower
surface temperature than that of the conventional one at the maximum (graph 2.5.1.3). It
must be noted that even in the night time the surface of the paint-coated asphalt is cooler
for more than 2°C. In the winter, the surface temperature of the paint-coated pavement is
slightly lower than that of the conventional one even below the freezing point (graph
2.5.1.4), and it may result in the delay of snowmelt.

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Graph 2.5.1.3. Surface Temperature Variation of Conventional and Development

Of Asphalt Pavement in Summer

Graph 2.5.1.4. Surface Temperature Variation of Conventional and Development

Asphalt Pavement in winter

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2.6. IMPACTS

2.6.1. Impact On Urban Atmosphere

The high albedo pavement reflects more solar radiation back to the sky. If it is widely used
for the urban canopy floor, surrounding buildings absorb part of the reflected solar
radiation, which in turn could increase the wall temperature and sensible heat fluxes from
the wall.

2.6.2. Impact On Human Thermal Sensation

The high albedo pavement is considered to reduce the air temperature near the ground and
the long wave radiation emitted from the pavement surface. On the other hand, it must be
considered that the pavement surface reflects more solar radiation, and it may increase the
thermal stress on the human body walking or standing on it. Thus, a preliminary test was
carried out to reveal the impact on the thermal sensation by letting 6 volunteers stand on
the paint-coated pavement and conventional pavement under the summer outdoor
environment. Thermal sensation, comfort sensation and sensation regarding the thermal
impact on the feet were declared. WBGT was also monitored during the test. It is found
that the high albedo pavement gives cooler sensation than the conventional one, which may
be resulted from the mitigated heat conduction through the feet and the upward long wave
radiation.

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2.7. Benefits

Installing cool pavements can be part of an overall strategy to reduce air temperatures,
which can result in a wide range of benefits.

2.7.1. Energy savings and emission reductions

Cool pavements lower the outside air temperature, allowing air conditioners to cool
buildings with less energy. Cool pavements also save energy by reducing the need for
electric street lighting at night.

2.7.2. Improved comfort and health.

Cool pavements cool the city air, reducing heat-related illnesses, slowing the formation
of smog, and making it more comfortable to be outside. Pedestrians also benefit from
cooler air and cooler pavements.

2.7.3. Increased driver safety

Light-colored pavements better reflect street lights and vehicle headlights at night,
increasing visibility for drivers.

2.7.4. Improved air quality

By decreasing urban air temperatures, cool pavements can slow atmospheric chemical
reactions that create smog.

2.7.5. Reduced street lighting cost

Cool pavements can increase the solar reflectance of roads, reducing the electricity
required for street lighting at night.

2.7.6. Reduced power plant emissions

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By saving energy on street lighting and A/C use in surrounding buildings, cool
pavements reduce the emission of greenhouse gases and other air pollutants at power
plants.

2.7.7. Improved water quality

Cool pavements lower surface temperatures, thereby cooling storm water and lessening
the damage to local watersheds.

2.7.8. Slowed climate change.

Cool pavements decrease heat absorbed at the Earth’s surface and thus can lower surface
temperatures. This decrease in surface temperatures can temporarily offset warming
caused by greenhouse gases.

3. CONCLUSIONS

Cool pavements include a range of established and emerging technologies that

communities are exploring as part of their heat island reduction efforts. Cool Pavements
refers to paving materials that reflect more solar energy, enhance water evaporation, or
have been otherwise modified to remain cooler than conventional pavements. This type of
pavements are widely used in Singapore, California, Canada, etc. An example for the cool
pavement is Emerald Cities. Potential mechanism for keeping the pavements cool are by
increasing surface reflectance, increasing thermal emmittance, increasing convection,
decreasing conduction, decreasing heat capacity, evaporation and shading pavements. The
types of cool pavement are convetional asphalt/concrete pavement, chip seals, scrub seals,
microsurfacing, whitetopping, ultra-thin whitetopping, vegetated permeable pavements,
permeable pavements, other reflective pavements, etc. Cool Pavement can transform an
ordinary hot asphalt surface into a cool and beautiful architectural design statement. The

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benefits of cool pavements are reduced energy use and reduces the surface temperature,
hence reduces global warming, cooler air temperatures also slow the rate of ground-level
ozone formation and reduce evaporative emissions from vehicles.

4. Refernces

1. Kendra K. Levine, Institute of Transportation Studies Library at UC Berkeley

September 1, 2011” Cool Pavements Research and Technology”.
2. Paul Coseoa , Larissa Larsen “Cooling the Heat Island in Compact Urban
Environments: The effectiveness of Chicago’s Green Alley Program” International
Conference on Sustainable Design, Engineering and Construction, Procedia Engineering
118 ( 2015 ) 691 – 710
3. Aleksander Szwed” Mitigation of low-temperature cracking in asphalt pavement
by selection of material stiffness” XXIV R-S-P Seminar, Theoretical Foundation of Civil
Engineering (24RSP) (TFoCE 2015)
4. Reeman Mohammed Rehan”Cool city as a sustainable example of heat island
management case study of the coolest city in the world” , HBRC Journal (2014)
5. Neda Yaghoobian, Jan Kleissl “Effect of reflective pavements on building energy use”,
Urban Climate 2 (2012) 25–42
6. A.M.M. Abd El Rahman , M. EL-Shafie, S.A. El Kholy Modification of local asphalt
with epoxy resin to be used in pavement”, 2012 Egyptian Petroleum Research Institute

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