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Journal articles on the topic 'Road pavements'
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1
Radziszewski, Piotr, Karol Kowalski, Michał Sarnowski, and Piotr Pokorski. "Environmentally friendly material and technological solutions of road pavements." Budownictwo i Architektura 13, no. 1 (March 11, 2014): 305–16. http://dx.doi.org/10.35784/bud-arch.1948.
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In recent years road construction is a subject of dynamic changes. The main challenge for designers and technologists is to develop durable and environmental friendly road technologies that can be successfully applied on natural valuable areas. The paper presents selected modern material and technological solutions used for road pavements on areas under special protection (eg Natura 2000). An example of modern environmentally friendly solutions in road construction are: asphalt pavements with the addition of rubber from used car tires, asphalt mixtures with reduced emissions of volatile substances, “quiet” pavements, pavements from recycled materials and from local materials, “biologically active” pavements (permeable mineral layers). Modern and ecological pavements are the important part of science activity of Warsaw University of Technology. New ongoing project is designed to identify the main directions of technological development of road construction in the next 30 years, with a particular emphasis on the sustainable development and environmental protection. As a part of the two ongoing projects, test sections of pavement have been completed. One of test sections with the addition of crumb rubber and the second one as a “quiet” pavement. For the next years, the sections will be monitored.The proper selection of materials and technologies on natural valuable areas does not deteriorate the durability of road pavement, comfort and safety on the roads and at the same time it can improve environmental safety without interfering with the functioning of valuable ecosystems.
2
Tereshchenko, Tatiana, and Serhii Illiash. "EXPERIENCE ON DESIGN AND CONSTRUCTION OF ROAD PAVEMENTS USING THE CLAUSES OF EUROPEAN STANDARDS ON HYDRAULICALLY BOUND MATERIALS." Avtoshliakhovyk Ukrayiny, no. 3 (259) ’ 2019 (October 17, 2019): 42–50. http://dx.doi.org/10.33868/0365-8392-2019-3-259-42-50.
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Hydraulically bound mixtures (HBM) are most effectively applied in the base layers of flexible road pavements to enhance their load bearing capacity and also in the base layers of rigid road pavements in the case of weak soils of the sub-grade. The evaluation of Ukrainian standards which are identical to European standards relating HBM leads to the point of subsequent implementation of new requirements trough design and construction of motor roads in Ukraine. The by European standards stated requirements and classification of HBM provide a modelling regime closer to the performance of bound pavement layer and give the wider range of HBM designations with different strength properties. Thus, this article reviews such aspects of design and construction of road pavements with HBM layers which are distinguished from the conception approved now in Ukraine. The reviewed clauses on design and construction concern road pavements which, in accordance with the European practice, are classified as flexible pavements or semi-rigid pavements and are comprised of flexible (bitumen-bound) upper layers laid on a HBM base. The reviewed types of road pavement constructions are most eligible to emphasize the possibilities of implementation of new standard requirements in the Ukrainian road building industry. As it was concluded, the European standards state classification of HBM by compressive strength RC and classification by tensile strength in combination with elastic modulus Rt, E. These methods of classification are equivalent with no correlation intended between them and have been successfully used during design and construction of road pavement constructions comprised of bitumen-bound layers laid on a HBM base. When designing the motor roads with the above mentioned pavement construction to be loaded with high traffic, HBM of strength classes RС from С8/10 to С9/12 shall be contributed where classes of strength are determined by the type of a hydraulic binder and can be accorded to the categories by ”Rt, E” values not less than T3 (from T3 to T5). Keywords: hydraulically bound mixtures, classification by values of mechanical properties, compressive strength, base layers from hydraulically bound mixtures.
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Čygas, Donatas, and Daiva Žilionienė. "DESIGN SOLUTIONS FOR LITHUANIAN GRAVEL ROAD PAVEMENTS." JOURNAL OF CIVIL ENGINEERING AND MANAGEMENT 8, no. 2 (June 30, 2002): 138–42. http://dx.doi.org/10.3846/13923730.2002.10531266.
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This article deals with the design problems of gravel road pavements. Mathematical models related to geological and hydrological conditions of a location, thickness of gravel pavement and characteristics of the gravel contained in this pavement are proposed to be used for pavements. For the selection of gravel pavements for reconstruction we recommend the models developed by the method of experimental planning to calculate the equivalent deformation modulus of the gravel pavements change depending on the deformation modulus of the subgrade, thickness of the gravel pavement and the materials used for its layers. Practical applications of these models will eliminate the mistakes that are still found in road pavement design.
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Tabatabaei, Seyed Abbas, and Ali Rahman. "The Effect of Utilization of Geogrids on Reducing the Required Thickness of Unpaved Roads." Advanced Materials Research 712-715 (June 2013): 937–41. http://dx.doi.org/10.4028/www.scientific.net/amr.712-715.937.
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The inadequacy of many existing roads due to rapid growth in traffic volume provides a motivation for exploring alternatives to existing methods of constructing and rehabilitating roads. The use of geosynthetics to stabilize and reinforce paved and unpaved roadways offers one such alternative. Many studies were conducted to evaluate the improvements associated with geogrid reinforcement of pavements. It is widely believed that geogrid reinforcement of roadways can extend the pavements service life and/or reduce the pavements structural thickness. This paper examines a method to compare traditional pavement structure designs, absent of geosynthetics, to pavement structure designs incorporating geosynthetics. At first, a specific unpaved road structure design is presented with recommended corresponding traditional road structure components. The road structure is then re-examined incorporating newly developed, reengineered geogrid. Finally, related costs with this particular design are outlined, analyzed and compared. In this case, cost savings achieved by using geogrid are substantial.
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Siverio Lima, Mayara S., Mohsen Hajibabaei, Sina Hesarkazzazi, Robert Sitzenfrei, Alexander Buttgereit, Cesar Queiroz, Viktors Haritonovs, and Florian Gschösser. "Determining the Environmental Potentials of Urban Pavements by Applying the Cradle-to-Cradle LCA Approach for a Road Network of a Midscale German City." Sustainability 13, no. 22 (November 12, 2021): 12487. http://dx.doi.org/10.3390/su132212487.
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This study used a cradle-to-cradle Life Cycle Assessment (LCA) approach to evaluate the environmental potentials of urban pavements. For this purpose, the urban road network of the City of Münster (Germany) was selected as the case study, and comprehensive data for several phases were collected. The entire road network is composed of flexible pavements designed according to specific traffic loads and consists of main roads (MRs), main access roads (MARs), and residential roads (RSDTs). Asphalt materials, pavement structures, and maintenance strategies are predefined for each type of road and are referred to as “traditional” herein. Some pavement structures have two possible maintenance strategies, denoted by “A” and “B”, with distinguished periods of intervention. To evaluate the impact of using recycled materials, we considered alternative pavement structures composed of asphalt materials containing a greater amount of reclaimed asphalt pavement (RAP). The study was carried out considering analysis periods of 20, 50, 80, and 100 years and using two indicators: non-renewable cumulative energy demand (nr-CED) and global warming potential (GWP). The results show that the use of higher amounts of RAP can mitigate negative environmental impacts and that certain structures and maintenance strategies potentially enhance the environmental performance of road pavements. This article suggests initiatives that will facilitate the decision-making process of city administrators to achieve more sustainable road pavement constructions and provides an essential dataset inventory to support future environmental assessment studies, particularly for European cities.
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Fiebig, Andre, and Christoph Jakobs. "Psychoacoustic properties of tire-road noise and the relation to noise annoyance." INTER-NOISE and NOISE-CON Congress and Conference Proceedings 265, no. 2 (February 1, 2023): 5459–66. http://dx.doi.org/10.3397/in_2022_0803.
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Rolling noise as the interaction between tire and road contributes strongly to the total road noise in particular as engines become quieter due to more strict noise regulations and the emergence of electric motors. Thus, road traffic noise can be effectively reduced by optimizing vehicle tires and the pavement. Over the last decades, different pavements were developed to reduce tire/road noise as for example a porous asphalt surface or stone mastic asphalt reduce significantly rolling noise over a period of about 10 years. In the past the noise reduction due to different pavement types and layers were validly determined, several measurement methods established and level reduction values incorporated in noise directives like the German guidelines for noise protection at roads. However, little attention was paid to assess the annoyance reduction effect of different pavements in detail. As the road tire noise is not only reduced in level but is also affected in spectrum, road traffic noise annoyance might not be accurately predicted by considering the level reduction only. In the following paper diverse road traffic noise measurements related to different pavements are analyzed from a psychoacoustic point of view and the resulting noise annoyance investigated.
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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 (March 28, 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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Lunkevičiūtė, Deimantė, Viktoras Vorobjovas, Pranciškus Vitta, and Donatas Čygas. "Research of the Luminance of Asphalt Pavements in Trafficked Areas." Sustainability 15, no. 3 (February 3, 2023): 2826. http://dx.doi.org/10.3390/su15032826.
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A key factor for safe and comfortable driving on roads are properly reflective and well visible pavement surfaces at night. The brightness of the road pavement surface depends on the amount of light falling on it and the reflection properties of the road pavement surface at any point. The luminance of the pavement depends on its physical condition, age and type of pavement, direction of illumination, and observation conditions. Different pavements can have different reflection characteristics that depend on the surface texture, materials, and binder (type and quantity). Experimental research was carried out on the carriageways and bicycle paths of Vilnius city streets, which differ in color and age. The analysis of the research results showed differences between the surface reflectance characteristics of these pavements depending on the color of the pavement, surface conditions, and age. The reflection properties of red asphalt pavements are better than black ones when the pavement surface is wet or moist. The reduced luminance coefficients of the carriageway (asphalt pavement installed in 2021) are about 12% lower than those of the carriageway pavement installed 10 years ago and about 60% lower for wet and moist pavements. The results obtained from the research are significant for street designers when choosing the type of pavement and designing street lighting.
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Collop, A. C., and D. Cebon. "Effects of ‘road friendly’ suspensions on long-term flexible pavement performance." Proceedings of the Institution of Mechanical Engineers, Part C: Journal of Mechanical Engineering Science 211, no. 6 (June 1, 1997): 411–24. http://dx.doi.org/10.1243/0954406971521827.
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This paper examines the effects of ‘road friendly’ heavy goods vehicle suspensions on long-term flexible pavement performance. A deterministic ‘whole-life pavement performance model’ (WLPPM) is used to calculate pavement damage due to realistic traffic and environmental loading. The traffic is modelled first as a fleet of steel-sprung heavy goods vehicles and second as a fleet of ‘road friendly’ air-suspended vehicles. The pavement life predictions are compared for the two cases and with results from a simple road damage analysis based on the ‘fourth power law’. It is concluded that changing to a fleet of ‘road friendly’ vehicles would not significantly affect the life or maintenance costs of thicker asphalt pavements (motorways and trunk roads) where the mode of failure is permanent deformation (rutting). However, the life of thinner pavements (minor roads) that fail by fatigue damage and pot-holing would be increased significantly if the vehicle fleet changed to road friendly suspensions. Predictions from the simplified fourth power law approach tend to significantly overestimate the benefits of road friendly suspensions for major road conditions compared to the WLPPM predictions. It is concluded that the potential economic benefits in England and Wales of converting to air suspensions may be only 30 per cent of those predicted by the authors of the EC ‘road friendly suspensions’ regulations.
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Ushakov, Viktor, Mikhail Goryachev, Sergey Lugov, Andrey Kudryavtcev, and Sergey Yarkin. "Development of typical flexible road pavement catalog for regional and intermunicipal highways in Russian Federation (using the example of the Republic of Bashkortostan)." E3S Web of Conferences 274 (2021): 02010. http://dx.doi.org/10.1051/e3sconf/202127402010.
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Road pavements in Russia are now working in difficult conditions of ever-growing vehicular traffic intensity. Current methodology for designing flexible road pavements has a number of serious shortcomings, where the best design experience and actual operating conditions of highways are not fully taken into account. In some cases, this leads to ineffective pavement structures design with a short service life. On many roads, rutting and premature wear of road surfaces appear already in the first years of their operation. Drainage systems are silted up in the first years of working. At the same time, geosynthetic materials are sometimes used unreasonably. The service life of roadway surfaces does not comply with the current regulations. In Russia, effective road-building materials are not yet fully used, local road-building materials and industrial waste reinforced with binders are little used. With exception of certain regions of the country, actual experience of operating various road structures with identification of the most optimal solutions is still poorly subject to consideration. Thus, there is an urgent need to develop designs of typical road pavements for various regions of Russia, which will ensure their efficient operation. To develop typical pavement designs, it is necessary to analyze existing ones in real conditions of their operation.
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Youssef, Medhat Abdelrahman, and Abdelbary Altayb Elbasher. "Optimal Maintenance Works for the Aborshada Road in the Western Region of Libya." Slovak Journal of Civil Engineering 22, no. 3 (September 1, 2014): 37–44. http://dx.doi.org/10.2478/sjce-2014-0016.
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Abstract In this research, the condition of a road pavement was investigated for the Aborshada Road in the Gharian region of Libya to determine the optimal maintenance works. Previously, a simple engineering judgment was the only procedure followed by the Gharian municipal engineers for evaluating pavements and prioritizing maintenance. The surface condition of the Aborshada Road pavement was investigated using “the Pavement Condition Index (PCI)” visual technique. The pavement was inspected to survey the different distresses in each sample unit. Ninteen pavement distresses were classified according to the PCI standards (PCI for roads and parking lots became an ASTM standard in 2007 (D6433-07)). It was necessary to know the most common distresses of the Aborshada Road to provide assistance for the decision maker in his evaluation of the pavement and the optimum repair method to be selected. This study reveals the actual performance of the pavements and suggests the research required for dealing with the pavement maintenance problem in Libya, especially in the western region. The best maintenance alternative for Aborshada Road was Case No. 3 (Potholes, Long. & Trans. Cracking and Alligator Crack Maintenance). Also, the most common pavement distresses on the Aborshada Road were Distress Nos. 1, 3, 6, 7, 10 and 13 according to the ASTM - D6433-07 classification
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Mfinanga, D. A., and H. Bwire. "Strategies for Promoting the Use of Concrete Pavements in Tanzania: Technical and Institutional Considerations." Tanzania Journal of Engineering and Technology 31, no. 1 (June 30, 2008): 53–62. http://dx.doi.org/10.52339/tjet.v31i1.416.
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High-type roads in Tanzania have been predominantly of asphaltic concrete construction. This ever enlarging and ageing asphaltic road network represents increasing resource requirements on the road agency in the form of maintenance. Limited resources coupled with the ever sky-rocketing costs of petroleum products and the competing demands of social economic developments, presupposes the need to look for alternative road construction technology that is more cost-effective and resource optimising. Experience gained from developed and some developing countries where concrete pavements have been widely used suggests the potential of this type of pavement in many developingcountries. This paper discusses the technical aspects of design and construction- and maintenance-related aspects of concrete pavements. The discussion extends further to highlight issues pertaining to the performance of concrete pavements and strategies for promoting the use of concrete pavements in Tanzania. Conclusions and recommendationsare made with suggestions on how to start implementing the proposed strategies.
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Dhabal, Arghya. "A Comprehensive Study on Life Cycle Cost Examination for a Road (Preamser Hirnikheda Mundla) Project in Madhya Pradesh." International Journal for Research in Applied Science and Engineering Technology 9, no. 9 (September 30, 2021): 554–72. http://dx.doi.org/10.22214/ijraset.2021.37981.
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Abstract: A Life Cycle Cost Analysis (LCCA) is need to performed at the design period of the projects in order to be proficient to performed more profitable, to help take decision for type of pavement selection either flexible or rigid and also, to decide the comparative expense of different type of pavement. Specially for developing countries like India, due to insufficient funds for the project. However, now-a-days in India many infrastructure development projects like highways are being executed through loan from different external funding agencies like Asian Development Bank (ADB), World Bank, New Development Bank (NDB) etc. in case of a highway construction project, the major expenditure involves in construction of pavements. Therefore, before constructing a new road it is essential to check the life cycle cost analysis of different pavement options to select a most economical pavement option form techno-economic consideration. It is obvious that in our country most of the existing pavements are flexible pavement which has lower design life and higher maintenance requirements due to unpredictable traffic growth with heavy axel load as compared to the rigid pavements. Nowadays rainfall rate also generally found uncertain so at rainy seasons. So lots of case found that the highways are submersed during flood. These is the most common issue found in our developing country. For that bituminous pavements found damaged and cracked mostly. For that Rigid pavements are a good substitute on Flexible pavements, Rigid pavement have long life cycle (30 years as per IRC) with less maintenance cost, But the cost of construction of rigid pavement is higher than that of flexible pavement, but the Life Cycle Cost (LCC) including all maintenance are much less than of flexible pavements and its equally effective at submersible condition even in case of rehabilitation of existing bituminous pavements, concrete overlays or white topping can be good and beneficial alternative when compared to bituminous overlays. In the present study, an attempt is made to evaluate and compare the LCC of flexible and rigid pavements to be used for rehabilitation of an existing bituminous road. It provides results about the best suitable, economical and cost effective pavements. Net present value method of LCC is used for evaluating the pavements, this method takes into consideration initial construction cost and maintenance cost for design life period of both the pavements. With the help of this analysis a comparison of total life cycle cost of concrete pavements and bituminous pavements can be found out and best pavement alternative can be considered. Life cycle cost analysis: It is an important economic analysis used in the selection of alternatives that impact both initial and future cost. It evaluates the cost efficiency of alternatives based on the net present value (NPV) method which provides the total cost required during life cycle of the project. Keywords: Life Cycle Cost, Preamsar – Hirnikheda - Mundla Road, Rigid Pavement, Flexible Pavement, Traffic, Cost Estimates, MPRDC, Major District Roads.
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Smirnov, Denis, Sergey Stepanov, Ruslan Garipov, Timur Garayev, and Tagir Sungatullin. "Influence of the porosity structure of road concrete on its durability." E3S Web of Conferences 274 (2021): 04009. http://dx.doi.org/10.1051/e3sconf/202127404009.
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Cement-concrete pavements of roads and airfields are the most durable type of pavement. The design service life of cement-concrete pavements is 40-50 years, in Russia this period is 20-25 years, and for asphalt-concrete pavements is 10-15 years. The real, actual overhaul period of asphalt concrete pavements, is much lower than the design one (according to the Federal Road Agency of Russia «Rosavtodor», on average, 3-5 years or even less), therefore, work aimed at increasing the durability of cementconcrete pavements is of particular relevance. The main technical parameters of road concrete that characterize its durability are compressive strength, flexural tensile strength, water absorption and others. The most important parameter is the frost resistance of concrete, which is primarily influenced by the structure of the pore space. This paper shows the way of obtaining concretes based on aggregates, the frost resistance of which is lower than the frost resistance of the resulting concrete.
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Tutka, P., R. Nagórski, P. Radziszewski, M. Sarnowski, and M. Złotowska. "Durability of concrete pavement strengthened with asphalt layer with FRP fibres." Archives of Civil Engineering 64, no. 3 (September 1, 2018): 81–97. http://dx.doi.org/10.2478/ace-2018-0031.
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SummaryPavements made of cement concrete, used for road constructions, are damaged during use. This applies to both the pavements of rural and forest roads with very low traffic loads, as well as road pavements with high traffic loads. One of the most effective ways of repairing damaged concrete cement pavements is through placing an asphalt overlay on a concrete slab. In order to increase the fatigue life of the asphalt overlay, asphalt mixtures are modified with fibres. One technological solution is to use FRP (Fiber Reinforced Polymer), an innovative material with improved properties. The aim of this paper is to assess the impact of asphalt overlays modified with a new type of fibres to strengthen the durability of weakened cement concrete pavement structures. On the basis of the conducted analyses, it was shown that the use of an asphalt layer reinforcement increases fatigue life, for both 15 cm thick prefabricated slabs and a typical road pavement for average traffic made of 25 cm doweled and anchored concrete slabs. There was a significant increase in the fatigue life of the concrete pavement structure as a result of modifying the overlaid asphalt mixture with FRP fibres.
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Nowoświat, Artur, Rafał Żuchowski, and Michał Bukała. "Impact of the Application of Grinding and Grooving of a Concrete Road Pavement on Noise Level in the Environment." IOP Conference Series: Materials Science and Engineering 1203, no. 3 (November 1, 2021): 032106. http://dx.doi.org/10.1088/1757-899x/1203/3/032106.
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Abstract A growing number of cars and trucks moving around on our roads contributes to the rise of noise level to which people in their immediate vicinity are exposed. The regulations in force impose on road managers the obligation to limit road noise to the permissible level in compliance with the applicable regulations. The obligation to ensure protection against traffic noise applies equally to newly designed roads and to the existing ones which are being extended or modernized. This type of noise is generated principally by the interaction between tires and road pavement. Therefore, the design and construction of quiet pavements plays a very important role in reducing environmental noise and may in some cases be an alternative to other noise reduction methods. The article undertakes the task of assessing the impact of grinding technology and grooving technology of the existing concrete pavement on the reduction of noise propagation in the environment. The article involves the tests of road pavement made of cement concrete. The tests were carried out on the road section before and after the above-mentioned works, using the method similar to Close Proximity Method (CPX) and the noise measurement method at road edge at a distance of 10.0 m and height of 4.0 m. The obtained results were illustrated with a noise range map for the modified and standard road pavements.
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Skrzypczak, Izabela, Wojciech Radwański, and Tomasz Pytlowany. "Durability vs technical - the usage properties of road pavements." E3S Web of Conferences 45 (2018): 00082. http://dx.doi.org/10.1051/e3sconf/20184500082.
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Contemporary trends in development and new material and technical solutions for road pavement should consider the permanent increase in the growth of traffic as well as aspects of environmental protection and balanced development. Nowadays, attempts are made towards estimation of the appropriate thickness for pavement construction already in the phase of its design. Flexible pavements are preferred over rigid concrete roads because of their certain advantages, such as they can be strengthened and improved in stages with the growth of traffic. Flexible pavements are less expensive in regards to their initial cost and maintenance. Concrete pavements are nowadays becoming more popular. The largest advantage for using rigid pavement is its durability and ability to hold its shape against traffic and difficult environmental conditions. Although concrete pavement is less expensive, it requires less maintenance and has a good design life. The main objective of this study is to present a comparative review on the suitability of pavement depending on various parameters such as material, loading, longer life, cost effectiveness etc.
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Stankiewicz, Beata, Pawel Slabonski, and Emilia Slabonska. "The effective estimation of skid resistance of SMA pavements in relevant aspect of safety and durability of asphalt roads." MATEC Web of Conferences 231 (2018): 05007. http://dx.doi.org/10.1051/matecconf/201823105007.
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The role of skid resistance of road pavements in ensuring safety of road traffic becomes particularly important when such surfaces become moist or wet. The various types of aggregates and special additives play an important role in asphalt mixtures like SMA, because they fill voids in paving mix and improve the cohesion of asphalt binder. The paper presents the evaluation of skid resistance of five kinds of SMA pavements, during exploitation, based on macro-texture and micro-texture comprehensive analysis. Tests were performed on five research pavement sections made from SMA on roads located in the southern part of Poland. SRT 3 equipment and methodology were used to all estimation of pavement roughness. The micro-texture and macro-texture of asphalt surface in pavements evolve under the influence of traffic and synergistic environmental interaction. The experimental parts of SMA pavements were observed in relevant aspect of skid resistance and durability using electronic microscopy type KEYENCE VHX-6000 Digital. The results of evaluation were compared with data from a literature review.
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Camara, A., V. F. Vázquez, A. M. Ruiz-Teran, and S. E. Paje. "Influence of the pavement surface on the vibrations induced by heavy traffic in road bridges." Canadian Journal of Civil Engineering 44, no. 12 (December 2017): 1099–111. http://dx.doi.org/10.1139/cjce-2017-0310.
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The irregularity of the pavement surface governs the traffic-induced vibrations in road bridges, but it is either ignored or simulated by means of ideal pavements that differ significantly from real cases. This work presents a detailed dynamic analysis of a heavy truck crossing a 40 m span composite deck bridge using on-site measurements of different existing road profiles, as well as code-based ideal pavements. By activating or deactivating certain spatial frequency bands of the pavement, it is observed that the ranges 0.2–1 and 0.02–0.2 cycles/m are critical for the comfort of the pedestrians and the vehicle users, respectively. Well maintained roads with low values of the displacement power spectral density (PSD) associated with these spatial frequency ranges could reduce significantly the vibration on the sidewalks and, specially, in the vehicle cabin. Finally, a consistent road categorization for vibration assessment based on the PSD of the pavement irregularity evaluated at the dominant frequencies is proposed.
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Pshembaev, M. K., Ya N. Kovalev, and L. I. Shevchuk. "ANALYSIS OF STRESS STATE IN UPPER LAYER OF ROAD CONCRETE PAVEMENT WITH TEMPERATURE ACTION." Science & Technique 16, no. 4 (July 6, 2017): 282–88. http://dx.doi.org/10.21122/2227-1031-2017-16-4-282-288.
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While being operated auto-road pavements are subjected to intensive mechanical impacts, ultraviolet ray irradiation, freeze-thaw temperatures, freezing and thawing, drying and moistening. Due to these actions various types of pavement distresses appear on the road pavement. The most significant and dangerous type of distresses is micro-cracks on the road surface. One of the main reasons for their formation is an action of weather and climatic factors that initiate large changes in temperature of coating surface and occurrence of large temperature gradients in the upper layer. In this context while designing and operating auto-roads it is rather essential to investigate a stress state in road surface which is caused by temperature action. Purpose of the described investigations is to determine permissible temperature gradients for cement-concrete pavements that exclude formation of micro-cracks on their surface and thickness of damaged surface layer. Calculations of road pavement have been carried out at various laws for temperature distribution in its depth. A finite difference method realized in PARUS software has been used for studying a stress state of cement-concrete auto-roads. Regularities for distribution of stresses in cement-concrete pavement of auto-roads have been obtained at various surface temperatures. Permissible temperature gradients in the upper pavement layer have been determined and thickness of the layer where micro-cracks are formed has been assessed in the paper. Strength criterion based on the process of micro-crack formation and development in the concrete has been used for calculations. Risk of micro-crack formation on the auto-road pavement depends on material strength, conditions of plate fixing and temperature gradients.
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Guo, Zhong Yin, Shao Hui Li, and Yong Shun Yang. "Eight Kind of Typical Asphalt Pavement's Applicability Research for Northern Warm Zone Continental Climate Regions." Advanced Materials Research 723 (August 2013): 58–66. http://dx.doi.org/10.4028/www.scientific.net/amr.723.58.
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in order to find a suitable pavement and develop a reasonable pavement design method for southern warm continental climate regions, both experiment roads and finite element simulations are employed in this research. In experiment roads, strain detectors are buried at the bottom of asphalt layers to measure its strains and calculation models. Road design parameters such as road surface deflections and damage predictions such as plastic permanent deformations are calculated and compared between different pavements. Pavement deformation and design control parameter are made. Finally, a suggested reasonable pavement satisfying climate conditions and traffic flow needs is proposed.
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Van Wijk, Ian, David J. Williams, and Mehdi Serati. "Development and Application of Sustainability Models for Unsealed Road Pavements." Transportation Research Record: Journal of the Transportation Research Board 2657, no. 1 (January 2017): 89–98. http://dx.doi.org/10.3141/2657-10.
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Sustainability is a priority for most transportation and road agencies. Its measurement has progressed from a narrow environmental focus to the assessment of social, environmental, and economic outcomes. Although sealed-road sustainability assessment measures are available, measures have not been developed for unsealed road pavements despite the large networks of unsealed roads in many countries. The objective of this study was to develop models to capture sustainability measures for unsealed road pavements. This was done by relating unsealed road pavement characteristics to social (accidents and surface friction), environmental (emissions, dust pollution, and loss of resources), and economic (vehicle operating, accident, travel time, and maintenance costs) sustainability outcomes. Existing unsealed road surface characteristic prediction relationships, information presented in life-cycle cost analyses, and emissions studies were used to develop these models for rural unsealed roads. The models that were developed can be used in conjunction with existing pavement performance prediction models in life-cycle assessments, comparison of wearing course types, review of maintenance strategies, climate change consequence predictions, overall network sustainability performance reviews, and in pavement management. This paper contains a brief description of the approach, presents the models developed, and provides a number of examples of the application of the models to produce sustainability outcomes. The applications show that the models can effectively be used to quantify and compare sustainability outcomes. The applications highlight the dominance of aspects such as aggregate hauling distance in sustainability outcomes and the limitations of cost–benefit assessment procedures in which carbon emissions are not considered.
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Gschwendt, Ivan. "Extending the Service Life of Pavements." Slovak Journal of Civil Engineering 26, no. 1 (March 1, 2018): 25–32. http://dx.doi.org/10.2478/sjce-2018-0004.
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Abstract The cost of road construction and expenditures on the maintenance of pavements, i.e., their whole life cost, represents a lot of money. The paper describes a procedure for a pavement management system with degradation models and estimates the length of time for the rehabilitation of an asphalt pavement. Using a theory of pavement mechanics, we calculated the stresses and strains on the layers of two pavement models. High modulus asphalt concrete, an asphalt mix with a high binder content, and an asphalt mix with binder modifications are new road building materials. Prolonging the time for the rehabilitation of pavements is possible.
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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 (January 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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Bernfeld, David, Carlos Ribeiro, Fanny Mietlicki, Jérôme Lefebvre, and Giulia Custodi. "LIFE project Cool & Low Noise Asphalt: monitoring the acoustic performance of low noise pavements in the city center of Paris." INTER-NOISE and NOISE-CON Congress and Conference Proceedings 265, no. 3 (February 1, 2023): 4783–90. http://dx.doi.org/10.3397/in_2022_0691.
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In 2012, the City of Paris launched an experiment on a 200 meters section of the Paris ring road to test low noise pavements and their acoustic and mechanical durability over time, in a context of heavy road traffic. Bruitparif maintained a permanent noise measurement station to monitor the acoustic efficiency of the pavement over several years. Follow-ups have recently been implemented by Bruitparif in the vicinity of dwellings near major road infrastructures crossing the Ile-de-France territory, such as the A4 and A6 motorways. Today, for ring roads and motorways with traffic speed limits of 70 and 90 km/h respectively, the benefits of using low noise pavements is demonstrated. It is now interesting to study the contribution of low noise pavements in downtown areas with speed limits of 50 km/h or less. As part of the European LIFE "Cool & Low Noise Asphalt" project led by the city of Paris, in which Bruitparif is a partner, three innovative asphalt pavement formulas are being tested to fight noise pollution and global warming on three heavily exposed Parisian sites. Asphalt mixes combine acoustic, thermal, mechanical properties and durability. This article presents the latest results.
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Hammouch, Wafae, Chaymae Chouiekh, Ghizlane Khaissidi, and Mostafa Mrabti. "Crack Detection and Classification in Moroccan Pavement Using Convolutional Neural Network." Infrastructures 7, no. 11 (November 10, 2022): 152. http://dx.doi.org/10.3390/infrastructures7110152.
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Crack is a condition indicator of the pavement’s structure. Generally, crack detection is an essential task for effective diagnosis of the road network. Moreover, evaluation of road quality is necessary to ensure traffic security. Since 2011, a periodic survey of approximately 57,500 km of Moroccan roads has been performed using an inspection vehicle (SMAC) which is equipped with high resolution cameras and GPS/DGPS receivers. Until recently, the teams of the National Center for Road Studies and Research (CNER) analyzed road surface states by visualization of pavement surface image sequences captured by the Multifunctional Pavement Assessment System (SMAC) in order to detect defects in road surfaces and classify them according to their type. However, this method involves manual processing and is complex, time consuming and subjective. In this paper, we propose an automated methodology for crack detection and classification in Moroccan flexible pavements using Convolutional Neural Networks (CNN). Transfer learning is also applied by testing a pre-trained Visual Geometry Group 19 (VGG-19) model. For the dataset used in this paper, the results indicate that good crack detection and classification are achieved using both models.
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Ibeje, A. O. "Vulnerability of Road Pavements to Climate Change in Abia and Imo States of Nigeria." Nigerian Journal of Technology 40, no. 1 (March 23, 2021): 6–12. http://dx.doi.org/10.4314/njt.v40i1.2.
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Around the world today, road pavement is increasingly vulnerable and Southeast Nigeria is no exception. To this end, the Delphi technique is used in this study to ascertain experts opinions in order to identify and prioritize road pavements vulnerable to climate change in Abia and Imo states of Southeast Nigeria. As a measure of stability, standard deviation of two rounds of questionnaire responses was used to assess the level of convergence of opinions of 10-member Delphi panel. The Delphi panel achieved acceptable level of agreement at threshold values of standard deviation = 0.10 for stability and mean = 0.20 for consensus. Out of 14 federal roads considered in the study, 1 road had high vulnerability status, 5 roads had medium vulnerability status, 5 roads were rated low vulnerability and 2 roads were rated very low vulnerability. The only highly vulnerable road is from Abia state. This study has shown that the vulnerability of road pavements to climate change can be assessed comprehensively using collective and subjective judgement in the form of Delphi technique. Government should therefore apply adaptive maintenance plans that reflect the relative vulnerability rating of these roads.
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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 (February 28, 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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Almeida, Arminda, and Luís Picado-Santos. "Asphalt Road Pavements to Address Climate Change Challenges—An Overview." Applied Sciences 12, no. 24 (December 7, 2022): 12515. http://dx.doi.org/10.3390/app122412515.
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Climate change is already happening. It is one of the significant challenges that the planet has to face. Asphalt road pavements cover a large area of the Earth’s surface; consequently, climate change challenges can significantly affect their performance and serviceability. Thus, pavement solutions have been developed to address the problem. This paper aims to present an overview of those topics to increase awareness among transportation engineers and practitioners. First, the most significant aspects of road asphalt pavements’ materials, design and condition are presented. Second, the most relevant climate change challenges for asphalt pavements are described. Then, different pavement solutions are presented. This overview concludes that there are pavement solutions able to address climate change. These depend on local climate conditions and should be incorporated into the decision-making process in planning, design and maintenance.
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Bérengier, Michel, Judicaël Picaut, Bettina Pahl, Denis Duhamel, Benoit Gauvreau, Markus Auerbach, Peter Gusia, and Nicolas Fortin. "DEUFRABASE: A Simple Tool for the Evaluation of the Noise Impact of Pavements in Typical Road Geometries." Environments 6, no. 3 (February 26, 2019): 27. http://dx.doi.org/10.3390/environments6030027.
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Traffic noise is considered by people as one of the most important sources of environmental discomfort. A way to limit the traffic noise is to reduce the noise emission, for example, by using specific low noise pavements, particularly in suburban areas. However, in real situations, it can be difficult to evaluate the impact of a given pavement, because it depends, for example, on the road geometry, the meteorological conditions, or the distance of the receiver position. Finally it can be difficult to select the most appropriate pavement for a given noise reduction objective. In this paper, a simple method is proposed to evaluate the noise impact of a pavement, in typical road geometries and environmental conditions. The proposed approach uses two databases, the first one based on measurements of emission spectra of road vehicles on several typical pavements, the second one made of pre-calculations of noise propagation for typical road configurations. Finally, the method is implemented in an interactive web tool, called DEUFRABASE, which allows one to obtain a fast estimation of the L Aeq (1 h or 24 h) and L den noise levels for various pavements and road configurations, as functions of the traffic flow and composition. By comparing the method with measurements, it is showed that the tool, although based on a restricted number of pavements and on several simplifications, can predict the noise impact of typical road configurations, with an acceptable error, most often less than 2 dB.
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Decky, Martin, Katarina Hodasova, Zuzana Papanova, and Eva Remisova. "Sustainable Adaptive Cycle Pavements Using Composite Foam Concrete at High Altitudes in Central Europe." Sustainability 14, no. 15 (July 23, 2022): 9034. http://dx.doi.org/10.3390/su14159034.
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Climate pavement adaptability is an integral part of a holistic concept of road design, construction, and pavement management. One of the possibilities for fulfilling the mentioned author’s premise in sustainable cycle pavements in the cold region of Central Europe is using composite foam concrete (CFC). To establish the credibility of the design of these pavements, we objectified the correlation dependencies of average annual air temperatures and frost indexes, for altitude regions from 314 to 858 m in the period 1971 to 2020, at its height above sea level. As part of the research on the increase in tensile strength during bending of CFC, extensive laboratory measurements were carried out and validated by isomorphic models of real roads, which enabled an increase in tensile strength during bending from 0.376 to 1.370 N·mm−2 for basalt reinforcing mesh. The research results, verified through FEM (Finite Element Method) models of cycle pavements, demonstrated a possible reduction of total pavement thickness from 56 to 38 cm for rigid pavements and 48 to 38 cm for flexible pavements.
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Nagórski, R. "The Classification of Mechanical Models of Road Pavements." Archives of Civil Engineering 64, no. 4 (December 1, 2018): 155–70. http://dx.doi.org/10.2478/ace-2018-0068.
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AbstractA review of mechanical models of road pavements in the form of a proposal of classification of these models is presented. It is assumed an autonomy of the following elements of pavement model: the models of structural layers, the subgrade model, the interlayer bonding models, including bonding of pavement structure with its subgrade, the models of external impacts on pavement layers, including load of heavy traffic, the models of pavement environment impacts on structural layers’ borders (lateral) and subgrade borders (including the lower one) – according to the selected criteria such as structural criterion, material criterion (physical criterion), dimension criterion and model scope (purpose) criterion − in the frame of assumptions of the classical Newtonian deterministic mechanics. The presented attempt to classify mechanical models of road pavements supports to orientate the roadmen community within a scope of the mechanistic modelling of these structures.
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Ghanizadeh, Ali Reza. "An Optimization Model for Design of Asphalt Pavements Based on IHAP Code Number 234." Advances in Civil Engineering 2016 (2016): 1–8. http://dx.doi.org/10.1155/2016/5942342.
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Pavement construction is one of the most costly parts of transportation infrastructures. Incommensurate design and construction of pavements, in addition to the loss of the initial investment, would impose indirect costs to the road users and reduce road safety. This paper aims to propose an optimization model to determine the optimal configuration as well as the optimum thickness of different pavement layers based on the Iran Highway Asphalt Paving Code Number 234 (IHAP Code 234). After developing the optimization model, the optimum thickness of pavement layers for secondary rural roads, major rural roads, and freeways was determined based on the recommended prices in “Basic Price List for Road, Runway and Railway” of Iran in 2015 and several charts were developed to determine the optimum thickness of pavement layers including asphalt concrete, granular base, and granular subbase with respect to road classification, design traffic, and resilient modulus of subgrade. Design charts confirm that in the current situation (material prices in 2015), application of asphalt treated layer in pavement structure is not cost effective. Also it was shown that, with increasing the strength of subgrade soil, the subbase layer may be removed from the optimum structure of pavement.
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Ghaeli, Reza, Bruce G. Hutchinson, Ralph Haas, and David Gillen. "Pavement and Bridge Cost Allocation Analysis of the Ontario, Canada, Intercity Highway Network." Transportation Research Record: Journal of the Transportation Research Board 1732, no. 1 (January 2000): 99–107. http://dx.doi.org/10.3141/1732-12.
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Continuous growth of road transportation demand has resulted in soaring rates of road deterioration and maintenance costs. Full road cost recovery by direct charging of road users is gaining more popularity as governments face pressure to reduce general taxes, and full road cost recovery can promote more efficient use of the road system. A sound charging system requires reliable models for infrastructure deterioration and sound methodologies for cost allocation. In Ontario, new pavement performance models have been recently developed with more emphasis on separating the effects of traffic from the effects of environmental forces on flexible pavements in different geographic locations. The recent models and data have been used to investigate the cost implications of different vehicle configurations and road characteristics for the Ontario pavements and bridges. The results are used for the allocation of costs to various users of the road system. The results generally have implied that initial road design specifications, vehicle configurations, and the types and locations of roads could significantly affect user cost responsibilities. The analyses determined that proper selection of vehicles and payload amounts could result in up to 6 percent savings in pavement costs. The analyses showed that a fair and efficient cost allocation can be achieved by consideration of various vehicle and road characteristics and their interrelated cost implications, rather than solely on the basis of damage implications of each vehicle.
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Haas, Ralph, and W. Ronald Hudson. "Defining and Serving Clients for Pavements." Transportation Research Record: Journal of the Transportation Research Board 1524, no. 1 (January 1996): 1–9. http://dx.doi.org/10.1177/0361198196152400101.
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Total client satisfaction is a goal toward which any service or product provider, including pavement engineers, should strive. If this is to be achieved, the clients for pavements must be well identified, as should be the measures to be used for judging their satisfaction. The key sets of pavement clients are defined, in relation to the different classes of pavements, including roads, off-road areas, airfields, and railbeds. The means by which effective pavement management can serve clients is then addressed. Next, some possible measures of client satisfaction are identified, including ride quality, surface distress, structural adequacy, surface friction, surface drainage, noise, user delays, and life-cycle cost-effectiveness. The degree of importance for different client-measure combinations is suggested, as well. The technologies available for characterizing the measures are described briefly, and some examples are given. Finally, the results of a simple pilot study to determine the relative value of the measures of road user client satisfaction are related; they suggest that on a scale of 0 to 100, ride quality would contribute about 25 percent to overall customer satisfaction, surface distress nearly 20 percent, and all the other measures between about 5 and 10 percent each.
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Tailakova, Anna, Alexander Pimonov, and Daulet Mahambayev. "Evolutionary computation and genetic algorithms for designing the optimal mine haul road pavements." E3S Web of Conferences 315 (2021): 03012. http://dx.doi.org/10.1051/e3sconf/202131503012.
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An overview of the software for designing flexible road pavements used in the USA, European countries and the Russian Federation is given, conceptual and mathematical models for designing flexible road pavements with the minimum cost per a linear meter are presented, the application of evolutionary algorithms in combination with exhaustive search and parallel computing is substantiated, the developed hybrid genetic algorithm for the optimization of flexible road pavement designs in terms of value of materials of layers is described, the results of a simulation experiment performed using the software developed within the framework of the study are presented in the article. It is proposed to use the developed software and algorithms for designing the optimal haul road pavements in terms of material cost.
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Wadalkar, Shruti, Ravindra K. Lad, and Rakesh K. Jain. "Performance Assessment of Flexible Pavements: Fuzzy Evidence Theory Approach." Civil Engineering Journal 6, no. 8 (August 1, 2020): 1492–502. http://dx.doi.org/10.28991/cej-2020-03091562.
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Pavement performance evaluation is one of the most important steps of the pavement management system. It consists of identifying pavement condition according to various distresses occurs in the pavement surface. Data collection in performance assessment of road is done in several ways. An attempt has been made to address the problem and a new formalism is proposed for performance assessment of flexible pavements. Vagueness in the perception of expert for performance assessment of pavement based on techno-scientific parameters in linguistic terms for the domain base usage coupled with impression in parametric data calls for the application of fuzzy modeling. For this study fuzzy evidence theory weightage method “Dempster’s Shafer’s (D-S)” is applied to determine the Pavement Condition Distress Index (PCDI) of flexible pavement. D-S theory provides a designed framework to overcome the risk of uncertainty and ignorance. For the assessment of pavements five major structural indicators like longitudinal cracks, transverse cracks etc. and eleven major functional indicators like potholes, rutting, patching etc. are considered. Expert opinion is taken from the experts who are involved in the field of transportation engineering. Questionnaire Survey methodology has been adopted for the collection of experts opinions. Five linguistic terms are used for the same, which are, ‘Very important’, ‘Important’, ‘Average’, ‘Less important’ and ‘Not Important’. Based on PCDI, Pavement Condition Index (PCI) is calculated. The rating of flexible pavements is also done based on PCI. For the application of the model, five road segments of MIDC Chakan, Pune area is considered. PCI of all the road segments is determined by using the stated index. Based on PCI value, road segment 1 rated 5 with less PCI value and road segment 4 rated 1 with high PCI value. The defined method is also compared with the rating system given in Indian Road Congress (IRC -82-2015).
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Aditya, Kamineni, and Venkaiah Chowdary. "Quantification of Pass-by Noise Levels on Urban Roads: Effect of Engine Propulsion and Tire–Road Interaction." Fluctuation and Noise Letters 19, no. 03 (March 6, 2020): 2050030. http://dx.doi.org/10.1142/s0219477520500303.
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Vehicle speeds frequently fluctuate due to the prevailing heterogeneous traffic conditions on Indian roads. Accordingly, traffic noise levels are affected by different noise sources that depend on various vehicular and roadway characteristics. In order to simulate the actual vehicle noise generation at the possible speeds on Indian roads, an integrated method has been developed in this study to quantify the engine and tire–road noise levels. The governing parameters considered for the pass-by noise quantification include vehicle speed, type of pavement and gear shift/gear transmission. The measured A-weighted noise levels [LAmax (dB)] revealed that tire–road noise levels increased with the rise in vehicle speeds irrespective of the vehicle type and type of the pavement. Further, the tire–road noise levels quantified through the new methodology closely matched the noise levels measured by the standard coast-by method. The cross-over speeds for engine propulsion noise and tire–road interaction noise occur at much lower speeds on the cement concrete pavements compared to the asphalt pavements. On a decisive note, the perspective of measuring the roadside noise levels coupled with an engine propulsion noise measurement as reported in this study is first of its kind and can be used for noise measurements on critical urban roads by priming with the conventional pass-by methods.
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Mirzapour Mounes, Sina, Mohamed Rehan Karim, Ali Khodaii, and Mohammad Hadi Almasi. "Improving Rutting Resistance of Pavement Structures Using Geosynthetics: An Overview." Scientific World Journal 2014 (2014): 1–6. http://dx.doi.org/10.1155/2014/764218.
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A pavement structure consists of several layers for the primary purpose of transmitting and distributing traffic loads to the subgrade. Rutting is one form of pavement distresses that may influence the performance of road pavements. Geosynthetics is one type of synthetic materials utilized for improving the performance of pavements against rutting. Various studies have been conducted on using different geosynthetic materials in pavement structures by different researchers. One of the practices is a reinforcing material in asphalt pavements. This paper intends to present and discuss the discoveries from some of the studies on utilizing geosynthetics in flexible pavements as reinforcement against permanent deformation (rutting).
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Lima, Mayara S. Siverio, Alexander Buttgereit, Cesar Queiroz, Viktors Haritonovs, and Florian Gschösser. "Optimizing Financial Allocation for Maintenance and Rehabilitation of Munster’s Road Network Using the World Bank’s RONET Model." Infrastructures 7, no. 3 (March 2, 2022): 32. http://dx.doi.org/10.3390/infrastructures7030032.
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This paper applies the Road Network Evaluation Tools (RONET) model to assess the economic impacts of urban pavement maintenance and rehabilitation in the city of Munster, Germany. The city’s road network includes main roads, main access roads, residential roads, and paved areas for pedestrians, cyclists, and parking spaces. The specific traffic loads applied to Munster’s network demand several different pavement materials, structures, and intervention procedures. This study aims to support stakeholders’ decision-making by assessing current expenditures, network conditions, and country-specific data to determine the appropriate financial allocation for recurrent maintenance, periodic maintenance, rehabilitation, and new pavement construction. Six scenarios comprising distinct pavement structures and maintenance strategies are modeled in RONET to perform the analysis. The outcomes include the future deterioration of pavements under different maintenance scenarios, the current and projected asset value of the network, and the total costs (road agency costs + user costs) of the network to society, considering each scenario being applied over a 20-year evaluation period. The RONET model also provides the annual average cost of each maintenance procedure and the additional costs to society while using a budget scenario other than ‘Optimal.’ The results indicate that Munster’s current investment program is in line with the ‘Optimal’ budget scenario proposed by RONET. In addition, the model suggests that performing recurrent and periodic interventions is more cost-effective than neglecting the conservation of pavements for an extended period and endorsing more extensive interventions in the future, such as rehabilitation or reconstruction.
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Knott, Jayne F., Jo Sias Daniel, Jennifer M. Jacobs, and Paul Kirshen. "Adaptation Planning to Mitigate Coastal-Road Pavement Damage from Groundwater Rise Caused by Sea-Level Rise." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 2 (April 11, 2018): 11–22. http://dx.doi.org/10.1177/0361198118757441.
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Sea level in coastal New England is projected to rise 3.9–6.6 ft (1.2–2.0 m) by the year 2100. Many climate-change vulnerability and adaptation studies have investigated surface-water flooding from sea-level rise (SLR) on coastal-road infrastructure, but few have focused on rising groundwater. Groundwater modeling in New Hampshire’s Seacoast Region has shown that SLR-induced groundwater rise will occur three to four times farther inland than surface-water flooding, potentially impacting 23% of the region’s roads. Pavement service-life has been shown to decrease when the unbound layers become saturated. In areas where groundwater is projected to rise with SLR, pavements with groundwater 5.0 ft (1.5 m) deep or less are at risk of premature failure as groundwater moves into the pavement’s underlying unbound layers. In this study, groundwater hydrology and multi-layer elastic pavement analysis were used to identify two case-study sites in coastal New Hampshire that are predicted to experience pavement service-life reduction caused by SLR-induced groundwater rise. Various pavement structures were evaluated to determine adaptation feasibility and costs to maintain the designed service-life in the face of rising groundwater. This investigation shows that relatively simple pavement structural modifications to the base and asphalt concrete (AC) layers of a regional corridor can eliminate the 80% to 90% service-life reduction projected with 1.0 ft SLR (year 2030) and will delay pavement inundation by 20 years. Pavements with adequate base-layer materials and thickness require only AC thickness modification to avoid premature pavement failure from SLR-induced groundwater rise.
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Kleizienė, Rita, Ovidijus Šernas, Audrius Vaitkus, and Rūta Simanavičienė. "Asphalt Pavement Acoustic Performance Model." Sustainability 11, no. 10 (May 23, 2019): 2938. http://dx.doi.org/10.3390/su11102938.
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Low-noise pavements are used as an effective method of traffic noise mitigation. Low-noise pavements reduce the noise that arises due to interactions between tires and road surfaces (tire/road) via the implementation of three main components: low pavement roughness, negative pavement texture, and a high pavement air-void content. The tire/road noise reduction capabilities of the wearing layer vary depending on the aggregate type, gradation, bitumen and air-void content, and density. Consequently, the demand for an accurate tire/road noise prediction model has arisen from the design of asphalt mixtures. This paper deals with how asphalt mixture components of the wearing layer influence tire/pavement noise reduction and presents a model for tire/road noise level prediction based on the asphalt mixture composition. The paper demonstrates that the noise reduction level of low-noise asphalt pavements is dependent on the composition of the asphalt mixture. Asphalt wearing layer mixture composition parameters were tested in the laboratory from cores taken from 18 road sections, where acoustic properties were measured using a close-proximity (CPX) method. The proposed linear model is based on the bitumen amount, the air-void content of the mixture and aggregate shape and involves materials that comply with the general requirements for high-quality asphalt mixtures. The model allows for the prediction of the tire/road noise level at the asphalt mixture design stage using asphalt mixture components and volumetric properties. The proposed model is the first stage in the building of a complex model with a much wider range of low-noise asphalts components, pavement profile depth and CPX-value relationships.
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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 (December 1, 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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Laurinavičius, Alfredas, and Donatas Ďygas. "THERMAL CONDITIONS OF ROAD PAVEMENTS AND THEIR INFLUENCE ON MOTOR TRAFFIC." TRANSPORT 18, no. 1 (February 28, 2003): 23–31. http://dx.doi.org/10.3846/16483840.2003.10414059.
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The article presents the analysis of climatic conditions in the Republic of Lithuania and describes their influence on road asphalt concrete pavement. Dependence of the main properties of asphalt concrete mixtures on tempera~re is described with the help of carried out experiments. Research findings show that the probability of plastic defomations (rutting and corrugation) in asphalt concrete pavement is higher when the pavement temperature IS 20-40 C. Ptactical application of the presented conclusions and recommendations will enable to reduce the occurrence of undesirable deformations in asphalt concrete pavements and to improve traffic conditions on the roads.
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Ridho, Muhammad, Yosef Cahyo Setianto Poernomo, Agata Iwan Candra, and Fajar Romadhon. "Meningkatkan Kualitas Pelayanan Jalan Raya Plandaan – Boro Tulungagung Menggunakan Perkerasan Kombinasi Geotextile." Jurnal Manajemen Teknologi & Teknik Sipil 4, no. 2 (October 31, 2021): 144. http://dx.doi.org/10.30737/jurmateks.v4i2.2057.
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Roads as a means of transportation have an essential role in supporting human activities. One of the developments in road construction is the application of geotextiles in road combination pavements. Geotextile itself is often found in construction planning, especially in soil stabilization. The plandaan – boro Tulungagung road section is indicated by the type of silt as deep as 1.2 meters so that improvements are needed to support the quality of road construction. The purpose of this research is to plan road pavement with geotextiles on the Plandaan to boro roads. The geotextile used is a woven geogrid geotextile. The method used in planning is the Bina marga method of the 2017 Road Pavement Design Manual. The data used include technical data, traffic data, and California Bearing Ratio (CBR). The planning includes traffic design, pavement thickness calculations, and volume calculations. The planning results will be HMA – WC pavement covering an area of 4,200 m, with K225 concrete pavement covering an area of 8,400 m. Class Bﬞ Aggregate Pavement covering an area of 10,500 m using a geotextile layer requires 51,000 m² so that these results can be used as a reference in the repair or improvement of the Plandaan - boro Tulungagung road.
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Ziari, Hassan, and Mohammad Mahdi Khabiri. "INTERFACE CONDITION INFLUENCE ON PREDICTION OF FLEXIBLE PAVEMENT LIFE." JOURNAL OF CIVIL ENGINEERING AND MANAGEMENT 13, no. 1 (March 31, 2007): 71–76. http://dx.doi.org/10.3846/13923730.2007.9636421.
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The effects of interface condition on the life of flexible pavements have been determined. The methodology consists of implementing a previously derived interface constitutive model into the Kenlayer programme to compute the stresses and strains in typical flexible road structures. The shell transfer functions for fatigue cracking and terminal serviceability were used to estimate the pavement life. The behaviour of in‐service pavements indicates that the condition of the bonding between pavement layers plays an important role in the road structures performance. Premature failure of road sections due to layer separation, leading to redistribution of stresses and strains in the pavement structure, is often encountered, especially in areas where the vehicles are more likely to apply horizontal forces. In computing the critical stresses and strains, most of the mechanistic design procedures of flexible pavement structures consider that pavement layers are completely bonded or completely unbounded.
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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.
Full textAbstract:
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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Vaitkus, Audrius, Donatas Čygas, Algirdas Motiejūnas, Algis Pakalnis, and Dainius Miškinis. "Improvement of road pavement maintenance models and technologies." Baltic Journal of Road and Bridge Engineering 11, no. 3 (September 30, 2016): 242–49. http://dx.doi.org/10.3846/bjrbe.2016.28.
Full textAbstract:
The roads as main national assets maintenance costs increase dramatically but budgets stays as it is or even decrease over the years. However, at the same time, it is required to maintain road pavements condition at high level. These trends make asset owners and administrators to search for new ways and methods for more efficient roads maintenance management. As the new road is build or old one reconstructed performance indicators should be identified for whole life cycle as it is defined by design. Pavement condition evaluation by indicating present performance indicators level should be done timely and accurate at road level and whole network level. Ongoing support of pavement condition under network level, with a long-term strategy, allows to prolong the life of the pavement, improve traffic safety and meet public expectations. The comprehensive analysis of road maintenance and management systems recommendations for their improvement and application are presented in the article.
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Praticò, Filippo Giammaria, Rosario Fedele, Vitalii Naumov, and Tomas Sauer. "Detection and Monitoring of Bottom-Up Cracks in Road Pavement Using a Machine-Learning Approach." Algorithms 13, no. 4 (March 31, 2020): 81. http://dx.doi.org/10.3390/a13040081.
Full textAbstract:
The current methods that aim at monitoring the structural health status (SHS) of road pavements allow detecting surface defects and failures. This notwithstanding, there is a lack of methods and systems that are able to identify concealed cracks (particularly, bottom-up cracks) and monitor their growth over time. For this reason, the objective of this study is to set up a supervised machine learning (ML)-based method for the identification and classification of the SHS of a differently cracked road pavement based on its vibro-acoustic signature. The method aims at collecting these signatures (using acoustic-sensors, located at the roadside) and classifying the pavement’s SHS through ML models. Different ML classifiers (i.e., multilayer perceptron, MLP, convolutional neural network, CNN, random forest classifier, RFC, and support vector classifier, SVC) were used and compared. Results show the possibility of associating with great accuracy (i.e., MLP = 91.8%, CNN = 95.6%, RFC = 91.0%, and SVC = 99.1%) a specific vibro-acoustic signature to a differently cracked road pavement. These results are encouraging and represent the bases for the application of the proposed method in real contexts, such as monitoring roads and bridges using wireless sensor networks, which is the target of future studies.
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Alamri, Mohammed, Qing Lu, and Chunfu Xin. "Preliminary Evaluation of Hot Mix Asphalt Containing Reclaimed Epoxy Asphalt Materials." Sustainability 12, no. 9 (April 26, 2020): 3531. http://dx.doi.org/10.3390/su12093531.
Full textAbstract:
Designing long-life pavements and pavement recycling with reclaimed asphalt pavement (RAP) are two important strategies for improving the sustainability of asphalt pavements. Epoxy asphalt, as a proven long-life pavement material, is attracting attention from the pavement community for its use in road pavements. The recyclability of epoxy asphalt mixtures, however, has never been studied and has now become one concern in promoting the use of epoxy asphalt in road pavements. This study attempts to explore the performance of hot mix asphalt (HMA) containing reclaimed epoxy asphalt materials. Reclaimed epoxy asphalt was fabricated in the laboratory and incorporated into regular asphalt mixtures at various contents. Specimens were prepared and tested for their performance in comparison with mixtures without RAP. It was found that replacing the coarse aggregates in HMA with epoxy RAP up to 80% did not negatively affect its Marshall stability, tensile strength, and moisture resistance. The plastic deformation at failure of HMA, however, may increase with the increase in epoxy RAP content. At the current stage, the results from this study do not provide evidence to invalidate the use of epoxy RAP in HMA, at least at a coarse aggregate replacement rate of less than 40%.