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1
Makendran, C., R. Murugasan, and S. Velmurugan. "Performance Prediction Modelling for Flexible Pavement on Low Volume Roads Using Multiple Linear Regression Analysis." Journal of Applied Mathematics 2015 (2015): 1–7. http://dx.doi.org/10.1155/2015/192485.
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Prediction models for low volume village roads in India are developed to evaluate the progression of different types of distress such as roughness, cracking, and potholes. Even though the Government of India is investing huge quantum of money on road construction every year, poor control over the quality of road construction and its subsequent maintenance is leading to the faster road deterioration. In this regard, it is essential that scientific maintenance procedures are to be evolved on the basis of performance of low volume flexible pavements. Considering the above, an attempt has been made in this research endeavor to develop prediction models to understand the progression of roughness, cracking, and potholes in flexible pavements exposed to least or nil routine maintenance. Distress data were collected from the low volume rural roads covering about 173 stretches spread across Tamil Nadu state in India. Based on the above collected data, distress prediction models have been developed using multiple linear regression analysis. Further, the models have been validated using independent field data. It can be concluded that the models developed in this study can serve as useful tools for the practicing engineers maintaining flexible pavements on low volume roads.
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Morton, Bruce S., Alex T. Visser, and Emile Horak. "Use of Foamed Tar for Construction of Flexible Pavement with Existing Unpaved Road Structure." Transportation Research Record: Journal of the Transportation Research Board 1819, no. 1 (2003): 314–22. http://dx.doi.org/10.3141/1819b-40.
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Low-volume and unpaved roads constitute the majority of the road network throughout the developing and developed world. Upgrading these unpaved roads to conform to standards of low-volume flexible asphalt pavements is a costly exercise. In most instances, this involves constructing an entirely new pavement base. Recent technological advances in the field of deep in situ recycling have provided pavement engineers with an alternative to standard rehabilitation and reconstruction methods of flexible pavements. One such technique of stabilization is foamed tar treatment of inferior natural pavement materials through the application of deep in situ recycling to produce a stabilized base for lowvolume flexible pavements. Foamed tar technology and the concept of deep in situ recycling, and its advantages over current reconstruction methods, were reviewed. Health aspects relating to implementation of the stabilization process were addressed with respect to the use of gasifier tar in a controlled recycling environment. The engineering properties of foamed tar mixes were compared with existing stabilization techniques. A test section was constructed with particular attention to the flexibility of foamed tar for placement time, workability, and durability to environmental conditions. Performance testing results were analyzed. In conclusion, the benefits of foamed tar stabilization for developing an improved road network in a cost-effective manner were evaluated.
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Ševelová, Lenka, and Alice Kozumplíková. "The numerical model for parametric studies of forest haul roads pavements." Acta Universitatis Agriculturae et Silviculturae Mendelianae Brunensis 58, no. 5 (2010): 361–68. http://dx.doi.org/10.11118/actaun201058050361.
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Forest roads pavement structures are considered to be low volume roads. These roads serve as a mean of transport of wood and people. Besides they are currently often used for recreational purpose. The construction of the pavements should be suitable for forest transportation irrespective of their low bearing capacity. These pavement structures are very specific for special unbound materials that are used in their construction. To meet the requirements of the pavement designs and simulation analysis the FEM model in the software ANSYS was created.This paper compares two material models used for the description of the behaviour of unbound materials. The first is linear elastic according to Hook theory (H model) and the second one is nonlinear plastic model Drucker-Prager (D–P model). ANSYS software has been used to create flexible model based on the parametrers of variable principle. The flexible model is parametric to realize repeated calculations useful for optimization analysis.
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Timm, David H., and Eugene L. Skok. "Impact of Assumed Versus Measured Vehicle Distributions on County Road Flexible Pavement Design." Transportation Research Record: Journal of the Transportation Research Board 1819, no. 1 (2003): 244–50. http://dx.doi.org/10.3141/1819b-31.
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Accurate characterization of traffic is critical to the design of pavement structures. At the low-volume road level, a common practice is to use assumed vehicle type distributions based on statewide or regional studies instead of measuring the traffic for a particular location. The impact of this practice was investigated, and equivalent single-axle loads determined from measured vehicle distributions on 29 county roads in Minnesota were compared with those calculated from assumed distributions. It was found that significant differences exist between the assumed distribution and the measured distribution. Additionally, the impact of using assumed distributions on the structural design of flexible pavements was investigated. With data collected from 21 different county roads in Minnesota, it was found that using assumed distributions can result in over- or under-designed pavements, with asphalt concrete thicknesses often deviating by more than 50 mm (2 in.). Based on the results, it was recommended that Minnesota counties begin to evaluate when more detailed traffic studies are warranted to improve their designs and use of resources.
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Radziszewski, P., M. Sarnowski, A. Plewa, and P. Pokorski. "Properties of Asphalt Concrete with Basalt-Polymer Fibers." Archives of Civil Engineering 64, no. 4 (2018): 197–209. http://dx.doi.org/10.2478/ace-2018-0052.
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Abstract Asphalt mixtures are commonly used for the pavement construction for national roads with a high traffic load, as well as local roads with low traffic load. The constructions of local road pavement consisting of thinner, more flexible layers located on less stable subbase than the pavement of national roads, require reinforcement with asphalt layers characterized by increased fatigue life. Technologies that allow quick repairs and reinforcements, while improving the durability of the road pavement are being sought. Such technologies include the use of modifications of asphalt mixtures with special fibers. The paper presents the results of investigations of the properties of asphalt mixtures modified with innovative basalt-polymer fibers FRP. On the basis of the obtained test results according to the Marshall method, stiffness modulus and fatigue durability, the technical properties of asphalt mixtures with FRP fibers addition were improved. This technology significantly increases the fatigue life of asphalt concrete dedicated for repairs and reinforcements of road pavements.
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Szydło, Antoni, and Piotr Mackiewicz. "Analysis of the costs of construction and maintenance of rigid and flexible pavements." Transportation Overview - Przeglad Komunikacyjny 2018, no. 11 (2018): 31–42. http://dx.doi.org/10.35117/a_eng_18_11_04.
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The costs of construction and the future maintenance of expressways and motorways have a significant impact on the choice of technologies for their construction. The subject of the article is the analysis of the costs of construction and maintenance of rigid (concrete) and flexible (asphalt mixtures) pavements in Poland. The construction technologies and maintenance scenarios in service were analysed for selected pavement constructions of rigid and flexible motorways and expressways. The costs of construction and maintenance of these pavements in national conditions were determined. The fourth quarter of 2015 was adopted as the initial price level. On the basis of the analysis of the costs of construction and maintenance of the analysed structures, the advantage of rigid constructions made of cement concrete was demonstrated, especially in the aspect of the surface maintenance. The cost assessment was carried out for 30 years of exploitation. The concrete pavements on the road network in Poland have been used for over 20 years. They are present both on low-class roads and on the highest-class roads, i.e. motorways and expressways.
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Mahardika, Vera, Rachmat Mudiyono, and Soedarsono Soedarsono. "Perbandingan Konstruksi Dan Biaya Untuk Struktur Perkerasan Lentur, Kaku Dan Paving Blok Pada Jalan Pantai Utara Flores." Ge-STRAM: Jurnal Perencanaan dan Rekayasa Sipil 4, no. 1 (2021): 9. http://dx.doi.org/10.25139/jprs.v4i1.3117.
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Flexible, rigid, and paving block pavements can be used as alternative roads because the soil conditions on the Pantai Utara Flores road are rocky soil with a relatively high CBR so that the most important role in withstand load is subgrade. The purpose of the Comparison of Construction and Costs for Flexible, Rigid, and Paving Block Pavement Structures on Jalan Pantai Utara Flores is to know which one most effective and efficient when viewed from the traffic load with each pavement using the Bina Marga method, AASHTO , and Direktorat Jendral Bina Marga. Jalan Pantai Utara Flores is access to Komodo Labuan Bajo airport which is a Class I road, rocky land with a relatively high CBR, rainfall of Labuan Bajo is relatively low, LHR in Labuan Bajo is relatively small, besides Labuan Bajo is a tourist area that should be supported by road access that has driving comfort so the suitable pavement structure for Jalan Pantai Utara Flores is flexible pavement. Meanwhile, based on the recapitulation of the analysis results, the cost of flexible pavement is Rp. 28,793,604,705,600, the cost of a rigid pavement is Rp. 34,218,430,585,828 and the cost of paving block pavement is Rp. 17,410,645,080,000 so it can be seen that the paving block pavement is most economical, but the paving block pavement structure has a very uncomfortable driving comfort besides that the paving block pavement structure cannot be passed by vehicles at high speed so that the paving block pavement structure is more suitable for controlling speed of vehicles such as roads in crowded urban areas and residential roads.
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Visser, Alex T., and Sally Hall. "Flexible Portland Cement Concrete Pavement for Low-Volume Roads." Transportation Research Record: Journal of the Transportation Research Board 1652, no. 1 (1999): 121–27. http://dx.doi.org/10.3141/1652-50.
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Praticò, Filippo Giammaria. "Simple Equations for Cost of Premature Failure of Flexible Pavements in Low-Volume Roads." Transportation Research Record: Journal of the Transportation Research Board 2474, no. 1 (2015): 73–81. http://dx.doi.org/10.3141/2474-09.
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Prakash Koganti, Shyam, Kommineni Hemantha Raja, Satish Sajja, and M. Sai Narendra. "A Study on Volume, Speed and Lane Distribution of Mixed Traffic Flow by using Video Graphic Technique." International Journal of Engineering & Technology 7, no. 2.1 (2018): 59. http://dx.doi.org/10.14419/ijet.v7i2.1.11044.
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Lane Distribution Factor (LDF) is an integral part of load calculations on urban and rural highways. LDF describes the distribution of vehicular traffic across the roadway. It depends on the traffic composition, speed and volume, origin destination patterns of drivers etc. LDF is developed for transportation planners and highway engineers based on an estimation of macro level utilization of each lane by the total traffic volume. The above information is absolutely necessary to understand the fatigue behaviour of the pavements through number of probable applications of wheel loads on a portion of the pavement which also decides the required thickness. Accordingly, the IRC: 37 - 2012 suggested a set of Lane Distribution Factor for use in the design of flexible pavements. A Two lane road and an Intermediate lane road in urban environment are evaluated using Video Graphic technique. Analysis is carried out for the collected data and the results are also presented in detail for each category of vehicles. Lane distribution factors and Directional distribution factors are developed for both Two lane and Intermediate lane roads.
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Qiu, Yanjun, Norman D. Dennis, and Robert P. Elliott. "Design Criteria for Permanent Deformation of Subgrade Soils in Flexible Pavements for Low-Volume Roads." Soils and Foundations 40, no. 1 (2000): 1–10. http://dx.doi.org/10.3208/sandf.40.1.
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Blab, Ronald. "Performance-Based Asphalt Mix and Pavement Design." Romanian Journal of Transport Infrastructure 2, no. 1 (2013): 21–38. http://dx.doi.org/10.1515/rjti-2015-0009.
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Abstract Prediction and optimization of in-service performance of road pavements during their live time is one of the main objectives of pavement research these days. For flexible pavements the key performance characteristics are fatigue and low-temperature, as well as permanent deformation behavior at elevated temperatures. The problem facing pavement designers is the need to fully characterize the complex thermo-rheological properties of hot mix asphalt (HMA) over a wide temperature range on the one hand, while on the other also providing a realistic simulation of the traffic- and climate-induced stresses to which pavements are exposed over their design lives of 20 to 30 years. Where heavily trafficked roads are concerned, there is therefore an urgent need for more comprehensive test methods combined with better numerical forecast procedures to improve the economics and extend the service lives of flexible pavements under repair and maintenance programs. This papers therefore focus on performance-based test methods on the basis of existing European standards that address effective mechanical characteristics of bituminous materials and which may be introduced into national requirements within the framework of European HMA specifications. These test methods comprise low temperature tests, i.e. the tensile stress restrained specimen test or the uniaxial tensile strength test, stiffness and fatigue tests, i.e. the four point bending beam test or the uniaxial tension compression test, as well as methods to determine permanent deformation behavior by means of dynamic triaxial tests. These tests are used for the performance-based mix design and subsequently implemented in numerical pavement models for a reliable prediction of in-service performance, which, in combination with performance-based tests, enables a simulation of load-induced stresses and mechanogenic effects on the road structure and thus improved forecasts of the in-service performance of flexible pavements over their entire service lives.
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Mousa, Momen R., Mostafa A. Elseifi, Mohammad Z. Bashar, Zhongjie Zhang, and Kevin Gaspard. "Short and Long-Term Field Performances and Optimal Timing of Chip Seal in Hot and Humid Climates." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 1 (2020): 33–43. http://dx.doi.org/10.1177/0361198119898395.
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Chip seal is a preventive maintenance technique typically applied on relatively low traffic roads to reduce pavement deterioration rate and to defer the need for costly rehabilitation activities. This study aims to address the common challenges with chip seal application in hot and humid climates such as Louisiana to ensure the maximum benefits are achieved. Specifically, this study evaluated the short and long-term field performances and optimal timing of chip seal by analyzing the cracking, roughness, and overall pavement conditions of 47 flexible and composite pavement sections in Louisiana. Furthermore, potential moisture damage in asphalt concrete after chip seal application was assessed. Results indicated that chip seal extended pavement service life by 4–17 years based on the pre-treatment pavement conditions and pavement type (flexible or composite). Based on the cost benefit analysis, it is recommended to use alternating cycles of asphalt overlay and chip seal on low volume roads (less than 5,300 vehicles per day) with chip seal applied when the pavement condition index (PCI) of the pavement drops to a value between 70 and 74. In this case, significant monetary savings could be achieved when compared with adding chip seals at different time periods (outside the recommended range of PCI between 70 and 74). Results also showed that the application of chip seal does not seem to contribute to moisture damage. Instead, shallow groundwater conditions present in the State seem to contribute to moisture damage in asphalt pavements owing to moisture entrapment underneath the asphalt layer.
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Kilic, Ismail, and Saadet Gokce Gok. "Strength and durability of roller compacted concrete with different types and addition rates of polypropylene fibers." Revista de la construcción 20, no. 2 (2021): 205–14. http://dx.doi.org/10.7764/rdlc.20.2.205.
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Roller compacted concrete (RCC) is a relatively new alternative construction material that can be used in road and dam constructions by allowing rapid use after production and the use of conventional building materials in production. RCC, which can be produced with low water/cement ratio, is one of the rigid road pavement types and shows similarity to flexible road pavements with the production technique. Different types of fibers such as steel and polypropylene (PP) are used in concrete roads with the aim of preventing cracks, reducing the pavement thickness and increasing the permissible joint gap. In this study, flexural strength, compressive strength, unit weight, water absorption, ultrasonic pulse velocity, modulus of elasticity and freeze-thaw resistance were determined in roller compacted concretes produced by using two different polypropylene-based fibers. In RCC design, fiber addition was insufficient to improve concrete properties in terms of strength and durability. It has been observed that there was a 14.4% reduction in compressive strength with 0.20% fiber inclusion, and a 46.8% reduction in compressive strength with 0.50% fiber inclusion. Polypropylene fiber inclusion increased the water absorption percentages and decreased the specific weights of fiber reinforced roller compacted concretes. However, roller compacted concretes produced with PP-fiber exhibited a good performance under freeze-thaw attack.
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Ribeiro de Rezende, Lilian, and José Camapum de Carvalho. "Use of Locally Available Soils on Subbase and Base Layers of Flexible Pavements." Transportation Research Record: Journal of the Transportation Research Board 1819, no. 1 (2003): 110–21. http://dx.doi.org/10.3141/1819b-15.
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Lateritic soils are very abundant in the region of the Federal District of Brazil. If this material could be used in low-volume roads, it would be possible to avoid some environmental problems. Alternative techniques were developed for the use of nonconventional materials as subbase and base layers of flexible pavements. To analyze the technical and economical viability of using local soils, two experimental highways were constructed. Each highway was divided into three sections with different materials in the subbase and base layers, such as fine lateritic soil, fine lateritic soil stabilized with lime, and a mixture of fine lateritic soil and crushed rock. The compaction characteristics were evaluated in laboratory tests. From the time the segments were constructed (in 1998 and 2000) until 2001, the stress–strain behavior of the paving structures was evaluated by in situ tests, such as the plate-bearing, Benkelman beam, and falling weight deflectometer tests. From the results, conclusions were drawn about which of the chosen materials showed the best performance in mechanical behavior.
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Brunette, Bruce E., and James R. Lundy. "Use and Effects of Studded Tires on Oregon Pavements." Transportation Research Record: Journal of the Transportation Research Board 1536, no. 1 (1996): 64–72. http://dx.doi.org/10.1177/0361198196153600110.
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The use and effects of studded tires in Oregon are investigated, updating a 1974 report. Studded-tire use was surveyed, rut measurements collected, studded-tire traffic estimated, and pavement wear and damage analyzed. Studded-tire use in Oregon varies geographically. Half of the vehicles equipped with studs use them on all wheels, representing a significant change from 1974 practices. More than 23 percent of vehicles used studded tires in 1994. Studded-tire pavement wear coefficients were calculated and found to be half those reported previously. The coefficients for rigid and flexible pavements are 0.20 mm (0.008 in.) and 0.86 mm (0.034 in.), respectively, per 100,000 studded tire passes. Studded-tire wear will shorten pavement life on high-volume routes in Oregon. Asphalt pavements experiencing average daily traffic (ADT) volumes of 35,000 and 20 percent studded-tire use will reach the threshold rut in 7 years. Portland cement concrete (PCC) pavements experiencing 120,000 ADT and 20 percent studded-tire use will develop the threshold rut depth of 19 mm in 8 years. These estimates substantially reduce Oregon design life expectations for asphalt and PCC pavements. The estimated Oregon studded-tire damage for 1994 is $37 million for the state highway network, with similar damage for municipal and county roads. Alternatives are discussed to reduce the damage caused by studded tires, including a ban on studs, shortened use period, lightweight studs, user fees, and public education initiatives.
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Van Deusen, Dave, Craig Schrader, Dave Bullock, and Ben Worel. "Springtime Thaw Weakening and Load Restrictions in Minnesota." Transportation Research Record: Journal of the Transportation Research Board 1615, no. 1 (1998): 21–28. http://dx.doi.org/10.3141/1615-03.
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In regions of the United States where pavements are constructed in freeze-thaw environments, springtime load restrictions are used to reduce distress caused by truck loads. During the spring, the pavement layers can be saturated and weakened because of partial thaw conditions and trapped water. Knowledge of the timing of freeze-thaw events is crucial to a successful load restriction strategy. Several studies in Minnesota are being done to evaluate criteria used to predict when to place and remove springtime load restrictions. The objectives are to evaluate current load restriction procedures, investigate pavement strength changes in relation to freeze-thaw events, and suggest improvements to current procedures. Data collected from eight Minnesota Road Research Project (Mn/ROAD) flexible pavement test sections, including falling weight deflectometer, response, and environmental data, were used to assess the effects on pavement strength. In conjunction with the Mn/ROAD work, the Minnesota Department of Transportation is conducting a statewide study using resistivity probes to monitor frost depth beneath various roads around the state. It was found that the existing procedure works well in predicting the thaw if the warming trend is uniform. In addition, over the past four springs the predicted thaw duration was greater than field observations. The date of maximum deflection occurs about 1 to 3 weeks after thawing is complete; the rate of strength recovery is quicker in sections constructed on higher quality base materials with low fines content. On the basis of the results a new criteria and equation for predicting the beginning and duration of the thaw are proposed.
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Burnham, Tom, and David Rettner. "Whitetopping and Hot-Mix Asphalt Overlay Treatments for Flexible Pavement: Minnesota Case History." Transportation Research Record: Journal of the Transportation Research Board 1823, no. 1 (2003): 3–10. http://dx.doi.org/10.3141/1823-01.
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In 1993, two hot-mix asphalt and four whitetopping overlay test sections were constructed on low-volume road TH 30 in southern Minnesota. A study was undertaken to examine the performance and costs associated with the test sections after 9 years of service. The field testing and evaluation are described, and the costs incurred through 2001 are tabulated. The hot-mix asphalt overlay test sections are performing up to their design expectations. Routine preventive maintenance has been applied to both hot-mix asphalt test sections, adding to their long-term cost of operation and ownership. The whitetopping test sections are performing very well at the midpoint of their design lives of 20 years. Most distresses to date are related to poor construction and materials rather than inherent design features. Some random longitudinal cracking has occurred in areas of the whitetopping control section. The doweled test section has numerous distressed transverse joints caused by dowels near the surface of the slabs. There is virtually no faulting of the transverse joints, and the ride quality has stabilized. No maintenance has been performed on the whitetopping sections through 2001. As of 2002, the most economical overlay design in this study is a 6-in.-thick bonded whitetopping. On the basis of recent observations, it appears that whitetopping performs well and is an economical option for rehabilitation of low-volume roads in Minnesota.
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Kazmee, Hasan, Erol Tutumluer, and Sheila Beshears. "Evaluating Constructed Aggregate Layers of Working Platforms and Flexible Pavements: Adequacy of In-Place Quality Control and Quality Assurance Techniques." Transportation Research Record: Journal of the Transportation Research Board 2655, no. 1 (2017): 1–12. http://dx.doi.org/10.3141/2655-01.
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Quality assurance is extremely important for satisfactory end performance of a constructed pavement. Traditional quality control and quality assurance (QC/QA) procedures based on volumetric and surface property checks are becoming outdated when used for constructing pavement foundation layers and ensuring pavement longevity. Recent emphasis in QC/QA procedures has shifted from a density-based approach to stiffness- and strength-based approaches with newly adopted advanced technologies. However, the need for QC/QA is often overlooked in the construction of low-volume roads with unbound aggregate layers, which may be built with recycled or out-of-specification materials of marginal quality: both are currently common sustainable practices. This paper summarizes key findings from QC/QA tests performed on full-scale pavement test sections in a recent research study conducted by the Illinois Center for Transportation. The focus of the tests was the validation of material specifications that the Illinois Department of Transportation has recently adopted for large-size unconventional aggregates, known as aggregate subgrade, through accelerated pavement testing. Seven representative aggregate types were used to construct test sections with aggregate subgrade and virgin and recycled capping and subbase layers. Density measurements from a nuclear gauge were collected and routinely contrasted with modulus results from the lightweight deflectometer and soil stiffness gauge (GeoGauge) from the constructed layers. Further, forensic strength assessment was carried out by dynamic cone penetrometer and a variable energy PANDA penetration device. Geoendoscopic imaging, coring, and trenching were also conducted to identify the depth of the water table and the thickness of the as-constructed layer. The PANDA penetrometer results, in conjunction with geoendoscopy, proved to be effective in correlating rutting performances to QC/QA test results.
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Visser, A. T., and Sally Hall. "Innovative and Cost-Effective Solutions for Roads in Rural Areas and Difficult Terrain." Transportation Research Record: Journal of the Transportation Research Board 1819, no. 1 (2003): 169–73. http://dx.doi.org/10.3141/1819a-24.
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In many parts of the world, high-level engineering solutions are inappropriate for rural areas where expertise, skills, and equipment are unavailable. Often these areas suffer from difficult terrain that also makes accessibility a problem. At the 1999 International Conference on Low-Volume Roads, a design catalogue was presented for a flexible portland cement concrete pavement using geocells, which was suitable for labor-intensive construction. However, the catalogue required layer works, which meant that construction equipment, although minimal, was required. This was seen as a major constraint, particularly when communities become involved in the construction of these local access roads. In addition, in difficult terrain the handling of drainage becomes a major engineering undertaking for which expertise may not be locally available. The aim of this study was to develop a structural design catalogue that caters for the range of traffic and material conditions typically encountered in these remote rural areas. Additionally, standard solutions were developed for dealing with steep gradients and surface drainage that are coupled to the structural design. The fundamental engineering principles were used to derive the structural design catalogue and in the management of surface drainage. Case studies were conducted in the successful application of the design catalogue to demonstrate the approach and design procedures. This approach has made a significant contribution in improving the quality of life of rural communities, particularly in remote and often poor regions of South Africa.
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Salem, Hassan Awadat, Djordje Uzelac, and Bojan Matic. "Temperature Zoning of Libya Desert for Asphalt Mix Design." Applied Mechanics and Materials 638-640 (September 2014): 1414–26. http://dx.doi.org/10.4028/www.scientific.net/amm.638-640.1414.
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The current asphalt binder specifications in Libya are based on the Penetration Grade: penetration test is performed at 25°C. Penetration is an empirical measure of the consistency that is used as an empirical indicator of the rutting and fatigue susceptibility of asphalt binder, and is not related to pavement performance. The new mix design methodology developed under the Strategic Highway Research Program (SHRP), called the SUPERPAVE is a performance-based approach. The first step in the implementation of SUPERPAVE methodology is to establish high and low pavement temperatures for a location. The temperatures define the required Performance Grade (PG) of asphalt binder. This paper documents the initial ground work towards implementation of SUPERPAVE mix design for establishing high and low geographical temperature zones. The temperature zoning of Libya was carried out by using temperature data obtained from 8 weather stations. The SHRP and LTPP prediction models were utilized for predicting pavement temperatures. A significant difference was observed between the predicted pavement temperatures from both the models. The SHRP model gives higher, high temperature PG grade providing additional protection against rutting. Since rutting is the most common distress on flexible pavements in Libya , the SHRP models at 50% level of reliability is recommended. The PG of roads that located in Libyan desert are classified to three zones (PG70-10, PG76-10 and PG82-10.PG 76-10 binder seems to be the most common grade that encompasses more than 70% area of Libya desert .However, currently none of the two local refineries produce the bitumen under penetration grade 60-70,that grade equivalent to PG 82-10 binder, thus it should be a concern for highway or the project location. The polymer modified asphalt binder are not produced by Libya refineries.
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Jaroslav, Hauser, Ševelová Lenka, Matula Radek, and Zedník Petr. "Optimization of low volume road pavement design and construction." Journal of Forest Science 64, No. 2 (2018): 74–85. http://dx.doi.org/10.17221/109/2017-jfs.
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Low volume roads in the Czech Republic are roads with lower traffic volume that primarily include forest and field roads, and they are an integral part of the Czech transport network. When building road pavements, we can use processes for surveying, designing, building and inspecting road constructions included in national and international, particularly European, standards. In addition, the roads are evaluated in terms of their environmental impacts, in order to maintain the quality of the environment. However, during the construction of road pavements decisions based on financial, time and other reasons are made. The decisions have impacts on the operation of roads and lead to other measures and additional costs of repairs and reconstructions. The article summarizes the authors’ research results from constructions of low volume road pavements and contains evaluations of laboratory and in situ material tests (soils, layers) of installed road pavements as well as evaluations of modelled laboratory and long-term monitored in situ structures.
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Kriswardhana, Willy, Dewi Junita Koesoemawati, and Trio Sagita Susanto. "EVALUATION OF FLEXIBLE PAVEMENT DAMAGE DEGREE WITH PAVEMENT CONDITION INDEX METHOD (CASE STUDY: ARGOPURO ROADS - BANYUWANGI STA. 0+000 TO STA. 2+600)." Jurnal Rekayasa Sipil dan Lingkungan 2, no. 01 (2018): 1. http://dx.doi.org/10.19184/jrsl.v2i01.6892.
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Argopuro Roads Banyuwangi Regency with a length of 2.6 km is a switching route for heavy vehicles and buses from the north of Banyuwangi to Jember. The increase in traffic volume from year to year as well as the construction of factories and warehouses along the roads resulted in a decrease in road capability to receive loads on it. To know the type and the extent of damage occurring on Argopuro Roads is done a research which will be able to determine the appropriate type of maintenance. The determination of road condition is done by Pavement Condition Index method (PCI). Road improvement is calculated by using the component analysis method from Department of Highways Regulation No. 378/KPTS/1987. Based on the result of research, the index value of pavement condition in survei by using PCI method is 58.07. The improvement of road is done in the segment with the failure condition to the fair with the handling of the improvement in the form of recontruction. Based on the calculation result in this research, it resulted that the pavement structure has thickness of 10 cm surface course, thickness of 25 cm base course, and thickness of 63 cm sub base course.
 Ruas Jalan Argopuro Kabupaten Banyuwangi dengan panjang ruas 2.6 km merupakan jalur pengalih untuk kendaraan berat dan bus dari arah utara kota Banyuwangi menuju Kota Jember. Adanya peningkatan volume lalu lintas dari tahun ke tahun serta pembangunan sejumlah pabrik dan gudang pada sepanjang ruas jalan tersebut mengakibatkan menurunnya kemampuan jalan untuk menerima beban di atasnya. Untuk mengetahui jenis dan tingkat kerusakan yang terjadi pada ruas Jalan Argopuro, dilakukan penelitian yang dapat menentukan jenis pemeliharaan yang sesuai. Penentuan kondisi jalan dilakukan dengan metode Pavement Condition Index (PCI). Perbaikan jalan dihitung dengan menggunakan metode analisa komponen dari peraturan Departemen Bina Marga Nomor 378/KPTS/1987. Berdasarkan hasil penelitian, nilai indeks kondisi pekerasan jalan yang disurvei dengan menggunakan metode PCI yaitu 58,07. Perbaikan jalan dilakukan pada segmen dengan kondisi gagal (fail) hingga sedang (fair) dengan penanganan perbaikan berupa rekonstruksi. Berdasarkan hasil perhitungan pada penelitian ini menghasilkan struktur perkerasan jalan dengan ketebalan tebal lapis permukaan 10 cm, tebal lapis pondasi atas sebesar 25 cm, dan tebal lapis pondasi bawah setebal 63 cm.
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Žuraulis, Vidas, Henrikas Sivilevičius, Eldar Šabanovič, Valentin Ivanov, and Viktor Skrickij. "Variability of Gravel Pavement Roughness: An Analysis of the Impact on Vehicle Dynamic Response and Driving Comfort." Applied Sciences 11, no. 16 (2021): 7582. http://dx.doi.org/10.3390/app11167582.
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Gravel pavement has lower construction costs but poorer performance than asphalt surfaces on roads. It also emits dust and deforms under the impact of vehicle loads and ambient air factors; the resulting ripples and ruts constantly deepen, and therefore increase vehicle vibrations and fuel consumption, and reduce safe driving speed and comfort. In this study, existing pavement quality evaluation indexes are analysed, and a methodology for adapting them for roads with gravel pavement is proposed. We report the measured wave depth and length of gravel pavement profile using the straightedge method on a 160 m long road section at three stages of road utilization. The measured pavement elevation was processed according to ISO 8608, and the frequency response of a vehicle was investigated using simulations in MATLAB/Simulink. The international roughness index (IRI) analysis showed that a speed of 30–45 km/h instead of 80 km/h provided the objective results of the IRI calculation on the flexible pavement due to the decreasing velocity of a vehicle’s unsprung mass on a more deteriorated road pavement state. The influence of the corrugation phenomenon of gravel pavement was explored, identifying specific driving safety and comfort cases. Finally, an increase in the dynamic load coefficient (DLC) at a low speed of 30 km/h on the most deteriorated pavement and a high speed of 90 km/h on the middle-quality pavement demonstrated the demand for timely gravel pavement maintenance and the complicated prediction of a safe driving speed for drivers. The main relevant objectives of this study are the adaptation of a road roughness indicator to gravel pavement, including the evaluation of vehicle dynamic responses at different speeds and pavement deterioration states.
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Saride, Sireesh, Deepti Avirneni, and Sarath Chandra Prasad Javvadi. "Utilization of Reclaimed Asphalt Pavements in Indian Low-Volume Roads." Journal of Materials in Civil Engineering 28, no. 2 (2016): 04015107. http://dx.doi.org/10.1061/(asce)mt.1943-5533.0001374.
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Mustonen, Jyri, Janne Lintilä, and Tauno Mäkiö. "Turning Deteriorated Paved Roads Back into Gravel Roads: Sheer Lunacy or Sustainable Maintenance Policy?" Transportation Research Record: Journal of the Transportation Research Board 1819, no. 1 (2003): 96–103. http://dx.doi.org/10.3141/1819a-15.
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In the late 1980s, many Finnish low-volume gravel roads were paved. This option was reasonable at that time because the price of bitumen was exceptionally low. No heavy structural rehabilitation was carried out on these roads before paving. It was assumed that these cheap and light pavements would last some 5 years. Now many of those roads have reached 10 to 15 years in age, still without any proper reconstruction, and are becoming increasingly deteriorated. For almost a decade now, the Finnish government has been reducing its spending on public roads. Maintenance and repair efforts have been concentrated on the main road network, and the minor network has deteriorated more and more. Calculations show that from the road agency’s point of view, upkeep of gravel roads is economically feasible compared with maintaining paved roads that are in poor condition. Therefore, road authorities have converted some of these paved low-volume roads back to gravel roads. In 2001, the Häme, Turku, and Uusimaa road districts agreed on common principles for these actions. Furthermore, they described minimum requirements for each case in which a paved road in poor condition was turned into a gravel road. Public opposition and political resistance were quite strong before these actions, since the gravel roads are seen as a decline of service level. People living along the road, however, generally admit that new gravel roads are more comfortable to drive on throughout the year than old deteriorated pavements. The road agency still has to focus on problems such as dust.
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Bazi, Gabriel, Robert Briggs, Steve Saboundjian, and Per Ullidtz. "Seasonal Effects on a Low-Volume Road Flexible Pavement." Transportation Research Record: Journal of the Transportation Research Board 2510, no. 1 (2015): 81–89. http://dx.doi.org/10.3141/2510-10.
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Jiahong, Wu. "Research on Crack Resistance of Semi-flexible Pavement Materials." E3S Web of Conferences 248 (2021): 01020. http://dx.doi.org/10.1051/e3sconf/202124801020.
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Semi-flexible pavement has been widely used in China's road construction due to its excellent rutting resistance. Due to the large difference in volume stability between the matrix asphalt mixture and the cement mortar, the internal stress of the semi-flexible pavement material is concentrated and cracking is likely to occur. To explore the influence of different Influencing factors on the cracking resistance of semi-flexible pavement materials. This paper used the orthogonal design method to design the mix ratio of ordinary cement mortar. On this basis, admixtures (silica fume, ordinary emulsified asphalt, water-based epoxy resin) were added to prepare special cement mortar. Then, using cement mortar type, matrix porosity, matrix asphalt type, matrix aggregate type as the influencing factors, this article has studied his influence on the crack resistance of semi-flexible pavement materials. Tests show that cement mortar type, matrix porosity, matrix asphalt type, matrix aggregate type have varying degrees of influence on the crack resistance of semi-flexible pavement. The effect of matrix porosity on low temperature crack resistance is the greatest, followed by asphalt and cement mortar types, and the lowest by aggregate type. Enhancing the flexibility of cement mortar and enhancing the elastoplasticity of the matrix are conducive to improving the low-temperature performance of semi-flexible pavements.
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Sunitha, V., A. Veeraragavan, Karthik K. Srinivasan, and Samson Mathew. "Cluster-Based Pavement Deterioration Models for Low-Volume Rural Roads." ISRN Civil Engineering 2012 (October 21, 2012): 1–8. http://dx.doi.org/10.5402/2012/565948.
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The management of low-volume rural roads in developing countries presents a range of challenges to road designers and managers. Rural roads comprise over 85 percent of the road network in India. The present study aims at development of deterioration models for the optimum maintenance management of the rural roads under a rural road programme namely Pradhan Mantri Gram Sadak Yojana (PMGSY) in India. Visual condition survey along the selected low-volume rural roads considers parameters like condition of shoulders, drainage features, cross-drainage structures, and camber, and pavement distresses, namely, potholes, crack area, and edge break, are collected for a period of three years. The deterioration models have a significant role in the pavement maintenance management system. However, the performance of a pavement depends on several factors. Cluster analysis can be used to group the pavement sections so that the performance of pavements in different clusters can be studied. Nonhierarchical clustering technique of k-means clustering was considered. Separate deterioration models have been developed for each of the clusters. A comparison of the models developed with and without clustered sections reveals that the clustering of pavement sections are preferred for the efficient rural road maintenance management.
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Sebaaly, Peter E., Raj Siddharthan, and David Huft. "Impact of Heavy Vehicles on Low-Volume Roads." Transportation Research Record: Journal of the Transportation Research Board 1819, no. 1 (2003): 228–35. http://dx.doi.org/10.3141/1819b-29.
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A recent study sponsored by the South Dakota Department of Transportation evaluated the impact of agricultural equipment on the actual response of low-volume roads. To meet this objective, one gravel pavement section and one blotter pavement section were instrumented in South Dakota and tested under agricultural equipment. Each section was instrumented with pressure cells in the base and subgrade and deflection gauges to measure surface displacement. Field tests were carried out during fall 2000, spring 2001, and summer 2001. Testing in different seasons offered the opportunity to evaluate the impact of heavy equipment on low-volume roads under variable environmental conditions: high and low temperatures and wet and dry conditions. Test vehicles included two Terragators, a grain cart, and a tracked tractor. The field testing program collected the pavement responses under five replicates of each combination of test vehicle and load level and under the 18,000-lb single-axle truck. Data were examined for repeatability, and the average of the most repeatable set of measurements was calculated and used in the analysis. The first part of the research evaluated the relative impact of the different equipment, defined as the ratio of pavement response under each combination of vehicle-load level over the pavement response under the 18,000-lb single-axle truck. Analysis of the pavement response ratios indicated that ( a) the tracked tractor is not more damaging than the 18,000-lb single-axle truck, ( b) Terragators 8103 and 8144 are more damaging than the 18,000-lb single-axle truck only when they are fully loaded, and ( c) the grain cart is more damaging than the 18,000-lb single-axle truck only when it is loaded over the legal load limit. The second part of the research evaluated load equivalency factors for agricultural equipment on gravel and blotter pavements. Analysis of the load equivalency data indicated that an agency can effectively reduce the impact of agricultural equipment on a low-volume road by increasing the thickness of the base layer and keeping the load as close to the legal limit as possible.
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Vischer, William. "Low-Volume Road Flexible Pavement Design with Geogrid-Reinforced Base." Transportation Research Record: Journal of the Transportation Research Board 1819, no. 1 (2003): 247–54. http://dx.doi.org/10.3141/1819a-36.
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Reconstruction of a U.S. Department of Agriculture Forest Service campground facility in the North Dakota National Grasslands required redesign and substantial construction change because of an unstable clay subgrade. The original proposal provided for removing the old asphalt and adding additional base and a new asphalt surface. When the asphalt cement was removed, it was found that the base course had migrated into the clay subgrade, leaving the subgrade unstable. Options explored for redesign were thickened gravel base sections, lime stabilization, and geosynthetic reinforcement. The geogrid-reinforced base was selected. Design analysis consisted of two phases: ( a) bearing capacity analysis for construction traffic and ( b) flexible pavement analysis and design to support long-term recreation traffic. The first involved primarily Tensar design methods; the second, an empirical and mechanistic approach. Empirical methods, based on 1993 AASHTO design procedures, included Tensar methods and the recent Perkins–Michigan Department of Transportation model. The mechanistic approach used the EVERSTRESS and KENLAYER elastic layered programs. All design methods used were found beneficial and are recommended. The final flexible pavement sections constructed were dictated by the construction traffic and consisted of 2 in. of asphalt concrete on a reinforced base course ranging in thickness from 4 to 12 in. The project had to be completed in 3 weeks, so investigation and testing were limited, and the design parameters were based primarily on field dynamic cone penetrometer testing and correlations. Enforcement of the limited wheel loads became a continuous inspection problem. In addition, because of the fineness of the base aggregate produced, a separation geotextile had to be added to preclude migration of the base aggregate through the geogrid into the subgrade.
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Vaitkus, Audrius, Viktoras Vorobjovas, Donatas Čygas, and Algis Pakalnis. "Soft Asphalt Pavement – Solution for Low-Volume Roads in Changing Climate and Economy." Advanced Materials Research 934 (May 2014): 47–52. http://dx.doi.org/10.4028/www.scientific.net/amr.934.47.
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In Lithuania, it has always has been an important issue to find durable and cost-effective solutions for paving low-volume roads. The conventional asphalt concrete structures were built using paving grade bitumen with the penetration of 70/100 or 100/150 over the recent 20 years. The performance of those pavements was satisfactory. As an alternative solution, the use of soft asphalt pavements was proposed. This technology is widely used in Nordic countries. But in Lithuania it has never been applied. Research on the designed soft asphalt mixtures was carried out and the trial on-site sections were constructed. The results of laboratory tests and on-site research were positive and promising. Based on that, the technology could be considered as successfully implemented and good quality was achieved.
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Kim, Minkwan, and Joo Hyoung Lee. "EFFECTS OF GEOGRID REINFORCEMENT IN LOW VOLUME FLEXIBLE PAVEMENT." Journal of Civil Engineering and Management 19, Supplement_1 (2013): S14—S22. http://dx.doi.org/10.3846/13923730.2013.793606.
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This paper presents findings of a study on geogrid reinforced flexible pavement in a low volume road through a three-dimensional finite element analysis. A mechanistic model was developed for geogrid reinforced flexible pavement. To analyze the behavior of pavement foundation, stress-dependent resilient modulus models were employed in both base and subgrade layers. The model also incorporated previous research findings to enhance the reliability of the analysis. During the analysis, comparisons were made to contrast the responses of low volume flexible pavement with and without geogrid. The results show geogrid reinforcement reduces critical pavement responses under traffic loading, such as vertical surface deflection, tensile strain in asphalt concrete, and compressive strain in subgrade. The study found up to 18% reduction of vertical strain at the top of subgrade and 68% reduction of tensile strain at the bottom of asphalt concrete. Also, geogrid provides confining stresses in the adjacent aggregate layer, which leads to surrounding layers becoming stiffer. Based on the results of this study, the placement of geogrid reinforcement on top of weak subgrade was found particularly effective compared to that on strong subgrade.
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Phillips, Martin, Anand J. Puppala, and Keith Melton. "Development of Stabilizer Selection Tables for Low-Volume Roads: Arlington, Texas." Transportation Research Record: Journal of the Transportation Research Board 1819, no. 1 (2003): 85–94. http://dx.doi.org/10.3141/1819b-11.
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Expansive soil movements cause damage to low-volume traffic roadways, which is attributed to the low rigidity of the materials used in the pavements. Several treatment methods have been used to stabilize expansive, soft subsoils, which have yielded mixed results due to the presence of sulfates. Because of the ambiguity of these results, the city of Arlington, Texas, established a task force of researchers and practitioners in the area of soil stabilization to develop matrix tables of the various treatment methods and their applicability to stabilize expansive, soft, and sulfate-rich soils. Extensive literature compiled on the stabilizers, several new and previous research studies on stabilizers, and the expertise of the task group members were considered in the evaluation process. The task force developed seven matrix-form selection tables that showed various treatment methods and if their applications were acceptable or unacceptable for the 12 types of soft and sulfate-rich subgrade soils. A summary of the tables was prepared, along with guidelines on how to use these tables to screen the potential stabilizers for pavement construction projects.
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Bullen, Frank. "Use of Coral-Derived Aggregates for Construction of Low-Volume Roads." Transportation Research Record: Journal of the Transportation Research Board 1819, no. 1 (2003): 134–42. http://dx.doi.org/10.3141/1819b-17.
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Many tropical island and coastal regions suffer from a paucity of recognized engineering aggregates. In these regions river gravel and old uplifted coral reef formations are often the only economically viable materials. Typically, the coral-derived material most widely available for use is termed coronous material, a land-based uplifted coral reef that may contain an abundance of plastic fines and that is usually easily excavated without the use of explosives. The shortage of traditional aggregates and the availability of the upraised reefs have promoted the study of the use of coral-derived aggregate as an alternative aggregate in pavement engineering works. Although coral-derived materials have been successfully used for pavement construction in the past, traditional engineering tests have generally indicated that it is a substandard product, and material from most pits does not pass typical specification tests. The material properties and the historical use of coronous materials in road construction are summarized, and a draft guide for the use of coronous materials in the road base and subbase for both sealed and unsealed road pavements is provided.
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Rohde, Luciana, Washington Peres Núñez, and Jorge Augusto Pereira Ceratti. "Electric Arc Furnace Steel Slag: Base Material for Low-Volume Roads." Transportation Research Record: Journal of the Transportation Research Board 1819, no. 1 (2003): 201–7. http://dx.doi.org/10.3141/1819b-26.
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The results of a study of the use of electric furnace slag as pavement aggregates are presented. Slag is generated as waste during steel production in industrial plants that use electric arc furnaces. Tests for the following were carried out to determine the characteristics of the aggregate: grain size distribution, soundness, Los Angeles abrasion, compaction, California bearing ratio, resilient modulus, and expansion. To use the slag as a granular layer, its grain size distribution had to be corrected. This procedure increased the bearing capacity and workability of the material. Evaluation of the expansion potential showed that the slag must be stocked in the open air for at least 4 months before it can be used in pavement construction. After correction of the gradation, the slag presented a resilient modulus that exceeded those of traditional granular materials; its use resulted in thinner and cheaper pavements. The results of the study led to the conclusion that the use of electric arc furnace slag as pavement material is possible and that it provides remarkably good technical quality and economic advantages.
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Khahro, Shabir Hussain, Yasir Javed, and Zubair Ahmed Memon. "Low Cost Road Health Monitoring System: A Case of Flexible Pavements." Sustainability 13, no. 18 (2021): 10272. http://dx.doi.org/10.3390/su131810272.
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A healthy road network plays a significant role in the socio-economic development of any country. Road management authorities struggle with pavement repair approaches and the finances to keep the existing road network to its best functionality. It has been observed that real-time road condition monitoring can drastically reduce road and vehicle maintenance expenses. There are various methods to analyze road health, but most are either expensive, costly, time-consuming, labor-intensive, or imprecise. This study aims to design a low-cost smart road health monitoring system to identify the road section for maintenance. An automized sensor-based system is developed to assist the road sections for repair and rehabilitation. The proposed system is mounted in a vehicle and the data have been collected for a more than 1000 km road network. The data have been processed using SPSS, and it shows that the proposed system is adequate for detecting the road quality. It is concluded that the proposed system can identify the vulnerable sections to add to the pavement maintenance plan. In the future, the created application can be launched as a smart citizen app where each car driver can install this application and can monitor the road quality automatically.
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Oloo, Simon, Rob Lindsay, and Sam Mothilal. "Otta Seals and Gravseals as Low-Cost Surfacing Alternatives for Low-Volume Roads: Experiences in South Africa." Transportation Research Record: Journal of the Transportation Research Board 1819, no. 1 (2003): 338–42. http://dx.doi.org/10.3141/1819b-43.
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The geology of the northeastern part of the province of KwaZulu–Natal, South Africa, is predominantly alluvial with vast deposits of sands. Suitable gravel sources are hard to come by, which results in high graveling and regraveling costs brought about by long haul distances and accelerated gravel loss. Most gravel roads carry fewer than 500 vehicles per day of which less than 10% are heavy vehicles. The high cost of regraveling has led to consideration of upgrading such roads to surfaced standard, even though traffic volumes do not justify upgrading. Traditional chip seals are expensive and cannot be economically justified on roads that carry fewer than 500 vehicles per day. The KwaZulu–Natal Department of Transport is actively involved in efforts to identify cost-effective alternative surfacing products for low-volume roads. Field trials were conducted with Otta seals and Gravseals, which have been used successfully in other countries, as low-cost surfacing products for low-volume roads. The Otta seal is formed by placing graded aggregates on a relatively thick film of soft binder that, because of traffic and rolling, works its way through the aggregates. Gravseal consists of a special semipriming rubberized binder that is covered by a graded aggregate. Both Otta seals and Gravseals provide relatively flexible bituminous surfaces suitable for low-volume roads. Cost savings are derived mainly from the broad aggregate specifications, which allow for the use of marginal materials.
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Rao, S. Krishna, P. Sravana, and T. Chandrasekhara Rao. "Design and Analysis of Roller Compacted Concrete Pavements for Low Volume Roads in India." i-manager's Journal on Civil Engineering 5, no. 2 (2015): 9–15. http://dx.doi.org/10.26634/jce.5.2.3349.
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Tighe, Susan L., James Smith, Brian Mills, and Jean Andrey. "Evaluating Climate Change Impact on Low-Volume Roads in Southern Canada." Transportation Research Record: Journal of the Transportation Research Board 2053, no. 1 (2008): 9–16. http://dx.doi.org/10.3141/2053-02.
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Information extracted from global climate models suggests that average temperatures and annual precipitation will increase over the next several decades, with potential implications for pavement performance and design. With Canadian data from the Long-Term Pavement Performance program, the Mechanistic-Empirical Pavement Design Guide was used to quantify the impacts of projected climatic changes on pavement performance of low-volume roads at six sites. A series of analyses was conducted to assess the impact of pavement structure, material characteristics, traffic loads, and changes in climate on incremental and terminal pavement deterioration and performance. Results suggest that rutting (asphalt, base, and subbase layers) and both longitudinal and alligator cracking will be exacerbated by climate change, with transverse cracking becoming less of a problem. In general, maintenance, rehabilitation, and reconstruction will be required earlier in the design life; however, the effects of climate change were found to be modest relative to effects of regional baseline climate differences and increased future traffic. For road authorities, key adaptations will relate to when and how to modify current design and maintenance practices. Pavement engineers should be encouraged to develop a protocol for considering potential climate change in the development and evaluation of future designs and maintenance programs. Incorporating other climate-related road infrastructure issues– for instance those associated with concrete pavements; surface-treated roads; and airfields bridges, and culverts–would be beneficial. At a minimum, long time series of historic climatic and road weather observations (e.g., >30 years) should be incorporated into analyses of pavement deterioration and assignment of performance graded materials.
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Shalaby, Ahmed, and Alan Reggin. "Surface rutting of thin pavements and gravel roads under standard and reduced tire inflation pressures." Canadian Journal of Civil Engineering 29, no. 5 (2002): 679–91. http://dx.doi.org/10.1139/l02-056.
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In Canada, over 300 heavy vehicles equipped with central tire inflation systems are being used in forestry, mining, and grain hauling. Since 1995, Saskatchewan Highways and Transportation has permitted truck fleets to operate with primary highway axle loads on secondary highways under a partnership program. This paper reports on the comparison of rutting progression on an accelerated field experiment utilizing standard and reduced tire pressures. The experiment was conducted by Saskatchewan Highways and Transportation in the Big Quill Lake area of southern Saskatchewan. The vehicles used in the experiment were nine-axle B trains, eight-axle B trains, and six-axle semi-trailers. The statistical analysis of rutting data presented in the paper shows that reduced tire pressures can effectively extend the pavement service life of gravel and thin membrane surfaced roads. On the thin membrane pavements, there was less rutting on the low-pressure lane until twice as many vehicles had trafficked the road, and rutting was no worse on the low-pressure lane even when 10 times as many vehicles had trafficked the road. On the gravel surface, rut depth was lower on the low-pressure lane until twice as many trucks had trafficked that lane.Key words: rutting, pavement, central tire inflation, tire pressure, low-volume roads, unsurfaced roads.
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Prasetiyo, Henny, Yosef Cahyo Setianto Poernomo, and Agata Iwan Candra. "Studi Perencanaan Perkerasan Lentur Dan Rencana Anggaran Biaya (Pada Proyek Ruas Jalan Karangtalun – Kalidawir Kabupaten Tulungagung)." Jurnal Manajemen Teknologi & Teknik Sipil 3, no. 2 (2020): 347. http://dx.doi.org/10.30737/jurmateks.v3i2.1187.
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Road pavement is a major component in supporting the smooth running of land transportation so that it can be accessed comfortably and safely by road users. Road pavement, according to its type, is divided into three types, namely flexible pavement, rigid pavement, and composite pavement. On flexible pavements, there are several methods used to determine the thickness of the pavement in the initial plan. The method used as a reference is the 2017 Design Manual Method, and the calculation of the RAB refers to the Basic Unit Price Analysis in 2019. This study aims to obtain good quality flexible pavement but at a low cost in terms of the 2017 Design Manual method and analysis calculations and The price of the basic unit (RAB) in 2019. From the calculation of the pavement thickness of each layer, namely the top layer of 5 cm, the middle layer of 20 cm, and the bottom layer of 15 cm, it is known that the cost required to carry out the construction of the pavement is Rp. 73,342,707,500.00.Perkerasan jalan adalah komponen utama dalam menunjang lancarnya suatu transportasi darat, sehingga jalan dapat diakses dengan mudah, nyaman dan aman oleh pengguna jalan. Perkerasan jalan menurut jenisnya dibagi menjadi tiga yaitu perkerasan lentur, perkerasan kaku dan perkerasan komposit. Pada perkerasan lentur terdapat beberapa metode yang digunakan untuk menentukan tebal perkerasan perencanaan awal. Adapun metode yang dipakai sebagai acuan adalah Metode Manual Desain 2017 serta perhitungan RAB mengacu dengan Analisa Harga Satuan Dasar pada tahun 2019. Tujuan dari penelitian ini adalah untuk mendapatkan mutu perkerasan lentur yang baik tetapi dengan biaya yang murah ditinjau dari metode Manual Desain 2017 serta perhitungan Analisa Harga Satuan Dasar (RAB) pada tahun 2019. Dari hasil perhitungan tebal perkerasan masing-masing lapisan yaitu lapis atas 5 cm, lapis tengah 20 cm, dan lapis bawah 15 cm diketahui biaya yang diperlukan guna melaksanakan pembangunan perkerasan jalan tersebut sebesar Rp. 73.342.707.500,00.
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Wolters, Angela S., Kathryn A. Zimmerman, David L. Huft, and Paul A. Oien. "Development of Surfacing Criteria for Low-Volume Roads in South Dakota." Transportation Research Record: Journal of the Transportation Research Board 1913, no. 1 (2005): 109–16. http://dx.doi.org/10.1177/0361198105191300111.
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On a daily basis, local road agencies in South Dakota face the challenge of how to maintain low-volume roads cost-effectively. Specifically, agencies are faced with the decision of determining when it is most economical to maintain, upgrade, or downgrade a road's existing surface. To assist decision makers with maintenance and rehabilitation decisions, the South Dakota Department of Transportation (SDDOT) initiated a study in 2002 to investigate surfacing criteria for low-volume roads. The overall objective of this research is to create a process that allows users to compare the costs associated with different types of roads to provide assistance in deciding which surface type (hot-mix asphalt, blotter, gravel, or stabilized gravel) is most economical under a specific set of circumstances. In addition to incorporating economic factors into the analysis, the process allows the user to consider other noneconomic factors that are more subjective and difficult to quantify. The process used during this study is flexible enough to allow users to consider any combination of agency costs incurred by the agency for maintaining its roads, user cost factors such as vehicle operating costs or crash potential, and noneconomic factors such as politics and housing densities. The methodology was created with agency cost and user cost models developed on the basis of specific road section information supplied by various local agencies in South Dakota, average daily traffic and crash occurrence information supplied by the SDDOT, information obtained through a literature search, and input from members of the project's technical panel.
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Vaitkus, Audrius, Judita Gražulytė, Rita Kleizienė, Viktoras Vorobjovas, and Ovidijus Šernas. "Concrete Modular Pavements – Types, Issues And Challenges." Baltic Journal of Road and Bridge Engineering 14, no. 1 (2019): 80–103. http://dx.doi.org/10.7250/bjrbe.2019-14.434.
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According to the European Asphalt Pavement Association, more than 90 per cent of the European road network is paved with asphalt. Constantly increasing traffic volume and climate change accelerate deterioration of current pavements. As a result, there arises a need to rehabilitate them prematurely. Repair and rehabilitation work lead to traffic congestion, which is one of the most significant concerns in highly trafficked roads and urban streets. Concrete modular pavements consisting of precast concrete slabs are a reasonable solution to deal with the road works since their construction, as well as repair, is time-saving. Repair works typically are implemented during a low traffic period (usually at night). A primary purpose of concrete modular pavements is heavily trafficked roads and other transport areas. This paper focuses on concrete modular pavements, their types, issues and challenges related to their design, slab fabrication and pavement construction. The conducted analysis revealed 15 different types of concrete modular pavements that differ from the techniques of slab joints and load transfer between the adjacent slabs. More than 20 issues and challenges related to the design of modular elements, slab fabrication and pavement construction were identified. Finally, the existing practice of concrete modular pavements was summarised and the gaps of scientific knowledge, as well as a need for comprehensive research, were defined.
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Hafez, Marwan, Khaled Ksaibati, and Rebecca Atadero. "Integration of optimization methodology to evaluate pavement maintenance strategies for deteriorated low-volume roads." Canadian Journal of Civil Engineering 46, no. 2 (2019): 104–13. http://dx.doi.org/10.1139/cjce-2018-0194.
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Low-volume roads (LVRs) are restricted with limited maintenance funding due to the recent national economic downturn. Only few selected LVRs with deteriorated pavements are typically rehabilitated in which poor LVRs are expected to continue deteriorating to extreme levels of distress. Colorado Department of Transportation (CDOT) is evaluating pavement treatments on LVRs to find the most cost-effective maintenance strategies. As part of these efforts, a comprehensive optimization analysis is adopted in this paper to investigate alternative maintenance strategies and define the capital improvement plans for deteriorated LVRs with marginal pavement conditions. A proposed strategy was found to enhance the effectiveness of current policies followed by CDOT. However, the results emphasize the need for additional resources at network level for dealing with deteriorated LVRs. The optimization procedure described in this paper can be followed by other agencies nationwide to identify strategies and establish funding needs that secure higher funding from decision makers.
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Zhao, Yongsheng, and Norman D. Dennis. "Development of a Simplified Mechanistic–Empirical Design Procedure for Low-Volume Flexible Roads." Transportation Research Record: Journal of the Transportation Research Board 1989-1, no. 1 (2007): 130–37. http://dx.doi.org/10.3141/1989-15.
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Embacher, Rebecca A., and Mark B. Snyder. "Life-Cycle Cost Comparison of Asphalt and Concrete Pavements on Low-Volume Roads; Case Study Comparisons." Transportation Research Record: Journal of the Transportation Research Board 1749, no. 1 (2001): 28–37. http://dx.doi.org/10.3141/1749-05.
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Kim, Yong Joo, Sung Lin Yang, Yeong Min Kim, et al. "Evaluation of Polymer-Modified Warm-Mix Asphalt Used for Gobi Road." Advanced Materials Research 723 (August 2013): 320–27. http://dx.doi.org/10.4028/www.scientific.net/amr.723.320.
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South Gobi road of 240-km flexible pavement was constructed from UKHAA KHUDAG to GASHUUN SUKHAIT in South Gobi, Mongolia in 2011. However, due to the heavy traffic and severe weather condition, early distresses have occurred from a length of 100-km flexible pavements in South Gobi road after one year service life. In order to enhance crack and rutting resistances and to improve paving quality control in South Gobi road, polymer modifier is selected to reduce rutting at high temperature and cracking at low temperature and warm-mix asphalt (WMA) additive is selected to reduce the mixing and compacting temperatures and provide better compaction on the road and the ability to haul paving mix for longer distances. This paper adopted comprehensive asphalt tests to evaluate physical and rheological characteristics, and crack potential at low temperature for use in a South Gobi road. Laboratory tests were performed on asphalt binder with a polymer modifier and warm-mix asphalt additive by conducting the following tests: softening test, ductility test, SuperpaveTMtest and cold bending test. These test results of asphalt binder with SBS polymer modifier and warm-mix asphalt additive were significantly more positive than those of typical asphalt binder. On the basis of test results, it can be concluded that the asphalt binder with SBS polymer modifier and WMA additive is stronger and less susceptible to rutting and crack than typical asphalt binder used in South Gobi.
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Khan, Muhammad Imran, Huang Yong Huat, Mohammad Haziq bin Muhamad Dun, Muslich Hartadi Sutanto, Ehsan Nikbakht Jarghouyeh, and Salah E. Zoorob. "Effect of Irradiated and Non-Irradiated Waste PET Based Cementitious Grouts on Flexural Strength of Semi-Flexible Pavement." Materials 12, no. 24 (2019): 4133. http://dx.doi.org/10.3390/ma12244133.
Full textAbstract:
In this study the effect of irradiated and non-irradiated waste polyethylene terephthalate (PET) as replacement of cement and fly-ash in ordinary Portland cement (OPC) and geopolymeric cement (GPC) based cementitious grouts on flexural strength of semi-flexible pavement specimens were evaluated. The porous asphalt gradation was selected based on Malaysian specifications for semi-flexible pavements with a target of 30% air voids. The cement content in the OPC grouts and the fly-ash content in the GPC based grouts were partially replaced with 1.25% PET (using both irradiated and non-irradiated PET). Beam specimens were prepared and tested for flexural strength properties using center point loading configuration. The grouts modified with recycled waste plastic (PET) showed approximately the same results as obtained from the control specimens. Although the replacement amount was low (1.25% by weight of cement), nonetheless, significant impact on reducing CO2 emissions is expected when preparing grouts for mass construction of semi-flexible pavement surfaces. Similarly, effective recycling of waste plastics in road construction and replacing OPC with plastic and geopolymers will have a positive effect on the environment and will furthermore contribute to sustainable pavement construction.
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Islam, Readul Mohammad, Shams Arafat, and Nazimuddin M. Wasiuddin. "Quantification of Reduction in Hydraulic Conductivity and Skid Resistance Caused by Fog Seal in Low-Volume Roads." Transportation Research Record: Journal of the Transportation Research Board 2657, no. 1 (2017): 99–108. http://dx.doi.org/10.3141/2657-11.
Full textAbstract:
Fog seal increases pavement life and postpones major rehabilitation. The reduction of permeability caused by fog sealing will reduce moisture-induced damage, but this benefit comes with a temporary loss of surface friction. However, quantifying the effectiveness of fog sealing by measuring permeability is a difficult task. Although fog seal may be a good low-cost maintenance option for low-volume roads, the rate of recovery of friction may be very slow because of less rubbing action between the fog-sealed surface and tires. Four low-volume parish roads in Caddo Parish, Louisiana, were selected for this study. Two emulsions, CSS-1H and E-Fog, with three application rates, were used to evaluate the reduction in hydraulic conductivity and to assess the characteristics of friction over time. Results showed that fog seal can be expected to be fully cured within 2.5 to 3.5 hours for an application rate of 0.2 to 0.4 gallons per square yard (gal/yd2). The same field cores were tested before and after fog sealing to quantify exactly the reduction in hydraulic conductivity. It was observed that fog seal has a significant potential to reduce hydraulic conductivity. Considering all four pavements and application rates of 0.1 to 0.22 gal/yd2, the average reduction in hydraulic conductivity was 38.5%. Reduction in hydraulic conductivity shows very slight sensitivity to the application rate. Irrespective of road type, emulsion, and application rate, fog seal causes a sudden drop in the International Friction Index parameter F60 by 20% to 40%. A fog-sealed surface does not return to the original level of friction after three months; however, the rate of recovery was the highest for the busiest of the observed Caddo Parish roads.