Different Types Of Pavements Research Articles

Sustainability assessment for portland cement concrete pavement containing reclaimed asphalt pavement aggregates

Abstract The lack of quantitative sustainability assessments of use of reclaimed asphalt pavement (RAP) in portland cement concrete (PCC) as an aggregate replacement for pavement applications has impeded the field application of pavements built with PCC containing RAP (RAP-PCC). This paper presents a life cycle inventory analysis in order to fill the gap of research and encourage a wider use of PCC made with RAP aggregates as paving materials. Three different types of pavements, namely a single-lift pavement made of plain PCC slab, a single-lift pavement made of RAP-PCC slab, and a two-lift concrete pavement using RAP-PCC as the bottom lift material, were designed, followed by an extensive sustainability assessment via the economic input-out life cycle assessment (EIO-LCA) approach. Based on the EIO-LCA results, the economic, social, and environmental benefits of utilization of RAP-PCC for pavement applications were clearly demonstrated. Among all three studied pavements in this case study, the single-lift RAP-PCC pavement could yield the highest economic benefits, while the two-lift construction using RAP-PCC in the bottom lift could have the highest positive impacts from social and environmental perspective.

Influence of pavement type and speed on whole body vibration (WBV) levels measured on passenger vehicles

Land vehicles are known sources of vibration. Several studies show that depending on the exposure levels and durations, such exposure can be extremely uncomfortable or cause health problems for the occupants. Therefore, awareness of these levels is very important for designing safe and comfortable vehicles in relation to human vibration. In general, due attention is not paid on the influence of pavement type and/or speed the vehicles travel on the measured whole body vibration (WBV) levels as it is the objective of the present work. This study measures WBV levels on three different car models, traveling on two different types of pavements (asphalt and stone paved roads) to show their relationship to car speed. Considering the values suggested as safe for health in ISO2631-1:1997 (Amendment 1. International Standardization Organization, Geneva, 2010), correlations were obtained between the speed and exposure time for each type of pavement used. Additionally, for each pavement investigated, numerical expressions were also obtained as a function of speed, considering the average vertical vibration for all car models tested. It is worth to mention that the stone pavement commonly used in Brazil differs from the ones used abroad. In Brazil, the stones are neither regular, nor paved evenly. Consequently, presenting these levels is a contribution of this study. Moreover, with the given data it is possible to study the effects of vehicular WBV on people’s health and comfort in controlled environments without being limited to the tested conditions, allowing better cars to be produced.

HYBRID HUMAN-ARTIFICIAL INTELLIGENCE APPROACH FOR PAVEMENT DISTRESS ASSESSMENT (PICUCHA)

The pavement surface condition assessment is a critical component for a proper pavement management system as well as for pavement rehabilitation design. A number of devices were developed to automatically record surface distresses in a continuous survey mode, but the software required for automatic distress identification remains a big challenge. In this study, a new method named PICture Unsupervised Classification with Human Analysis (PICUCHA) is proposed to circumvent many of the limitations of existing approaches, based on a combination of human and artificial intelligence. It was designed from scratch to be capable to identify sealed and unsealed cracks, potholes, patches, different types of pavements and others. The self-learning algorithms do not use any distresses predefinition and can process images taken by cameras with different brands, technologies and resolution. This study describes some key aspects of the new method and provides examples in which PICUCHA was tested in real conditions showing accuracy up to 96.9% in image pattern detection and classification.

Evaluation of Functional Safety of Cement Concrete and Composite Pavements Exposed to Weather Conditions

Abstract This paper is intended to study the mechanism of strains and fractures emerging in pavement structures, give suggestions and recommendations to increase the robustness of different types of road pavements with the most appropriate design solutions. The subject of the research is the evaluation of strain mechanisms in cement and composite pavements caused by weather conditions. The scope of the research is to analyze the impact of ambient temperature variations and water and thermal state of the subgrade on different types of road structures. These are the most critical factors which give rise to adverse environmental effects causing dangerous stresses and strains in the pavements. The research results are represented as follows: analysis of the regularities of strains of different types of pavements exposed to weather conditions, modern methods of reduction of temperature and humidity factors on different types of road structures, providing recommendations to improve the robustness of different types of pavements to improve the usability of roads which will result in lower operating costs (repair and maintenance of pavements) and higher traffic safety (reduction of the number of road accidents).

A numerical model for ground temperature determination

The ground surface temperature and the temperature with respect to depth are one of the most important issues for geotechnical and environmental applications as well as for plants and other living organisms. In geothermal systems, temperature is directly related to the energy resources in the ground and it influences the efficiency of the ground source system. The ground temperature depends on a very large number of parameters, but it often needs to be evaluated with good accuracy. In the present work, models for the prediction of the ground temperature with a focus on the surface temperature at which all or selected important ground and environmental phenomena are taken into account have been analysed. It has been found that the simplest models and the most complex model may result in a similar temperature variation, yet at a very low depth and for specific cases only. A detailed analysis shows that taking into account different types of pavement or a greater depth requires more complex and advanced models.

A Comparative Study of Indoor Pavements Waste Generation During Construction through Simulation Tool

The construction sector affects the environment through CO2 emissions generated by the use of massive quantities of materials, energy, and wastes during the construction and demolition processes. Moreover, current technology offers a wide variety of materials, products, and systems that could be used for a similar solution; however, the decision to select one or other element lies with the price and then by regulatory requirements and availability (ignoring the issue of sustainability). In a building, the pavements are one of the elements with major representativeness and with more possibilities of alternative variables in their materials; accordingly, this research exposes three different types of pavements with similar prices, comparable functions, and normative compliance, but providing a new sustainable perspective: The construction and demolition waste (CD allowing the achievement of profits for builders.

Stormwater Volume Reduction in Combined Sewer Using Permeable Pavement: City of St. Louis

AbstractThis paper describes findings from the City of St. Louis Low Impact Development Green Alley Pilot Study to reduce water quantity in the combined sewer system. Permeable pavement is one green infrastructure technique used for water quantity reduction. The effectiveness of permeable pavement in reducing the stormwater runoff to the combined sewer was tested. Monitored flow from reconstruction and postconstruction of permeable pavement are used for analysis. The separation of base flow and runoff is based on estimating the base flow in the antecedent/subsequent dry days of the rainfall events. The comparison between runoff in the reconstruction and postconstruction of the permeable pavement from three alleys showed different percentages of runoff reduction from different types of pavement (36, 13, and 46% from permeable concrete, permeable asphalt, and permeable pavers respectively). Permeable asphalt had the lowest percentage reduction, most likely due to the slope of the site and the small ratio of...

Impacts of pavement types on in-vehicle noise and human health

ABSTRACTNoise is a major source of pollution that can affect the human physiology and living environment. According to the World Health Organization (WHO), an exposure for longer than 24 hours to noise levels above 70 dB(A) may damage human hearing sensitivity, induce adverse health effects, and cause anxiety to residents nearby roadways. Pavement type with different roughness is one of the associated sources that may contribute to in-vehicle noise. Most previous studies have focused on the impact of pavement type on the surrounding acoustic environment of roadways, and given little attention to in-vehicle noise levels. This paper explores the impacts of different pavement types on in-vehicle noise levels and the associated adverse health effects. An old concrete pavement and a pavement with a thin asphalt overlay were chosen as the test beds. The in-vehicle noise caused by the asphalt and concrete pavements were measured, as well as the drivers’ corresponding heart rates and reported riding comfort. Results show that the overall in-vehicle sound levels are higher than 70 dB(A) even at midnight. The newly overlaid asphalt pavement reduced in-vehicle noise at a driving speed of 96.5 km/hr by approximately 6 dB(A). Further, on the concrete pavement with higher roughness, driver heart rates were significantly higher than on the asphalt pavement. Drivers reported feeling more comfortable when driving on asphalt than on concrete pavement. Further tests on more drivers with different demographic characteristics, along highways with complicated configurations, and an examination of more factors contributing to in-vehicle noise are recommended, in addition to measuring additional physical symptoms of both drivers and passengers.Implications: While there have been many previous noise-related studies, few have addressed in-vehicle noise. Most studies have focused on the noise that residents have complained about, such as neighborhood traffic noise. As yet, there have been no complaints by drivers that their own in-vehicle noise is too loud. Nevertheless, it is a fact that in-vehicle noise can also result in adverse health effects if it exceeds 85 dB(A). Results of this study show that in-vehicle noise was strongly associated with pavement type and roughness; also, driver heart rate patterns presented statistically significant differences on different types of pavement with different roughness.

Embedded System for Monitoring Impact Magnitude during Orange Transport

This paper shows the use of a new system (hardware, firmware and software) to assess the negative impact of transportation on postharvest fruit quality. Fruit and vegetable postharvest losses are very high, using this system it is possible to diagnose and implement improvements in transport, thus decreasing mechanical impact. The system has a hardware endowed with a tri-axial accelerometer and a global positioning system (GPS). The firmware of the system is composed of a threshold based detection algorithm that measures acceleration peaks during transport. The system software allows reporting impact magnitude, geographic location and time of the event on a map using a virtual instrument developed in LabVIEW ™ platform. The main goal of this research was to test this equipment in the transportation of oranges and analyze the number of occurrences when exceeding a determined acceleration threshold. Orange boxes of about 23 kg each were set on a small truck, filling the body and the equipment was positioned evenly in the back and middle. The test was done through repetition and comparison of data taking into account the position of the equipment in the truck body (back and middle) and different types of pavements on a chosen path of 20.5 km divided among unpaved, asphalt and urban avenues – with and without speed bumps and roundabouts. The chi-square test at 5 % was used for the quantitative data analysis. The results show the frequency of repetition of acceleration peaks according to their orientation (X, Y, Z axes and their combinations). For the total route, a difference was observed between the frequencies of threshold violations depending on the location of the boxes. For the chosen route, the unpaved road and urban avenues showed the highest threshold violation for vertical position - axis Z. Box position in the truck and variations in pavement causes a distinctive impact magnitude. The map showing all impact data showed to be an important tool to give support to food traceability, recording critical points and situations that can be changed.

Application of Intelligent Compaction Technology for Estimation of Effective Modulus for a Multilayered Asphalt Pavement

Abstract In this paper, a procedure for estimation of effective modulus of a multilayered hot mix asphalt (HMA) pavement using intelligent compaction (IC) is investigated. The study is conducted during the construction of an interstate highway (I-35) in Norman, OK. A complete coverage of the level of compaction of each of the asphalt pavement layers was recorded using the intelligent asphalt compaction analyzer (IACA). The collected IACA data allow determination of the level of compaction (density) at any selected location, for each layer, and provided a set of global positioning system (GPS) coordinates. Calibration procedures have previously been tested and validated by the authors to estimate the density of different types of pavements from IACA data. In this paper, a different calibration procedure is used to measure the dynamic modulus instead of the density of a pavement using IACA. Considering the IACA estimated density, the dynamic modulus of each of the selected locations for an individual pavement layer was measured from laboratory developed master curves. Thereafter, an effective modulus of the three-layer pavement system was calculated for all of the selected locations using Odemark's method. The proposed technique was verified by conducting falling-weight deflectometer (FWD) tests at these selected locations. Analyses of the results show that the proposed intelligent compaction technique may be promising in estimating the effective modulus of the pavement layers in a non-destructive manner. In addition, the Witczak model was used to estimate moduli of each of the pavement layers. The comparison of the Witczak model with FWD revealed that the model over-predicted the modulus significantly.

Mathematical model of the process estimation of the deformation of the road surface

A method of estimating the stress-strain state of road pavements resulting from the effect of operating loads was developed. For solving the above mentioned problem, mathematical models of deformation, which are based on solving the classical Boussinesq problem, were used. The formulae for calculating six components of a tensor of mechanical stresses in road pavements for estimating the depths at which stresses have maximum values were studied. A scheme of traffic loads during the active road transport movement for different number of vehicles was proposed. Based on this scheme the formulae for determining all components of the stress tensor were suggested. For implementing the developed models and algorithms, the software systems were created. In addition, the model and practical computations for real road sections with different types of pavement were carried out. The possibility of considering the peculiarities of spatial configuration of highway sections and, in particular, their curvature radii while estimating the stress-strain state of these sections, was studied. This approach will allow working out software systems for estimating and predicting the road pavements state, based on the traffic analysis and studying physical and mechanical properties of the materials, which the pavements were made of. The further coordinates for studying the problem were defined.

Efektywność prac remontowych i utrzymaniowych w zatokach i na przystankach autobusowych

An example of application of new method of bus bay and bus stop pavement state assessment for different types of pavement is presented in the paper. Three types of pavements, i.e. asphalt, concrete and pavement made of rock or concrete stones are considered. Detailed quantitative and qualitative assessment of bus bay and bus stop pavement condition allows easy planning of maintenance and renovation costs which is economically profitable.

Proponowana metoda oceny stanu nawierzchni w zatokach i na przystankach autobusowych

The paper summarises the existing methods for assessing the condition of road pavement considering their suitability to assess the condition of pavement at bus bays and bus stops and presents the objectives and the nature of the proposed method to assess the condition of the pavement at bus bays and bus stops for different types of pavement. For the evaluation of the technical condition, a form has been proposed, which includes various types of damages and deformations of pavement. The most common pavements are made of asphalt concrete, cement concrete and blocks, including paving stone, Polbruk type concrete blocks and hexagonal concrete paving blocks (trylinka).

포장노면 미끄럼 저항특성

PURPOSES : Skid resistance on pavements plays an important role in reducing the risk of vehicle skidding on wet surface particularly. Almost 9.3 percent of traffic accidents were occurred under rainy condition and these are over-represented in terms of the severity of the crashes. Recently, unusual weather conditions referred widely as the intensified rainfalls justify the need of a systematic management of skid resistance. In this context, the study carried out the observational study on the skid resistance characteristics of different types of pavement with the time passage. METHODS : This study measured the skid resistance with Pavement Friction Tester at three times within five years. The skid resistance measurement has followed the method suggested by ASTM. RESULTS : As the main results under the scope of this study, skid resistance of asphalt concrete has not nearly reduced with time. On the contrary, skid resistance of cement concrete has been rapidly reduced with time though the highest resistance was gained at the early observation. Porous asphalt concrete shows a steady decrease of skid resistance with time, anyway, the reduction rate according to the increase of measurement speeds is relatively lower than the others. CONCLUSIONS : Based on our study, skid resistance of the pavement should be regarded as one of the pavement management system, so periodic measurement should be made to assure road safety as a whole.

Pavement noise investigation on North Carolina highways: an on-board sound intensity approach

This paper presents the findings on tire–pavement noise on various types of pavements by using an on-board sound intensity (OBSI) method. Mitigation of traffic noise has become an increasingly important consideration for highway agencies when constructing new highways or improving the existing systems. As a competitive alternative for noise mitigation, quieter pavement may provide advantages that noise barriers do not have, or to where sound barriers are not suited. The first step in developing quieter pavement is identifying the noise levels of different types of highway pavements. To reach the ultimate goals of quieter pavement development, this research has focused on the most imperative task, i.e., to measure the noise levels of different types of pavements in North Carolina (NC). Pavement noise levels of 61 highway sites including 153 test sections around 30 counties for nine types of pavements across North Carolina have been investigated. A thorough literature review was conducted and OBSI testing equipment with sound intensity measuring process was established during this study. The results of OBSI data indicate that the tire–pavement noise levels of the six dense graded surface courses in NC are in a lower range, from 98.2 to 99.6 dBA, comparing with other dense graded surface friction courses in other states. The overall findings indicate that relatively quieter pavements have been used in North Carolina. The OBSI data collected will provide valuable information in future research for quieter pavement development and traffic noise management.

Adaptive Road Crack Detection System by Pavement Classification

This paper presents a road distress detection system involving the phases needed to properly deal with fully automatic road distress assessment. A vehicle equipped with line scan cameras, laser illumination and acquisition HW-SW is used to storage the digital images that will be further processed to identify road cracks. Pre-processing is firstly carried out to both smooth the texture and enhance the linear features. Non-crack features detection is then applied to mask areas of the images with joints, sealed cracks and white painting, that usually generate false positive cracking. A seed-based approach is proposed to deal with road crack detection, combining Multiple Directional Non-Minimum Suppression (MDNMS) with a symmetry check. Seeds are linked by computing the paths with the lowest cost that meet the symmetry restrictions. The whole detection process involves the use of several parameters. A correct setting becomes essential to get optimal results without manual intervention. A fully automatic approach by means of a linear SVM-based classifier ensemble able to distinguish between up to 10 different types of pavement that appear in the Spanish roads is proposed. The optimal feature vector includes different texture-based features. The parameters are then tuned depending on the output provided by the classifier. Regarding non-crack features detection, results show that the introduction of such module reduces the impact of false positives due to non-crack features up to a factor of 2. In addition, the observed performance of the crack detection system is significantly boosted by adapting the parameters to the type of pavement.

Secondary wind dispersal enhances long-distance dispersal of an invasive species in urban road corridors

Roads contribute to habitat fragmentation and function as dispersal barriers for many organisms. At the same time many nonnative plant species are associated with road systems, a relationship that has been explained by the availability of disturbed habitats along roadsides and traffic-mediated dispersal of species. By studying secondary wind dispersal (SWD) over paved ground in an urban road corridor, we add the perspective of corridor-specific, but traffic-independent dispersal processes to the complex dispersal systems along roads. We analyzed (1) the seed shadow of an invasive tree Ailanthus altissima along a sidewalk subsequent to a strong wind and (2) the movements of painted samaras of this species released at ground level at the same site to identify the functioning of SWD. For the first experiment, we searched for samaras in the vicinity of an isolated tree three days after a strong wind. For the second experiment, we tracked the movement of the released samaras repeatedly over a period of 9–11 days, approximated probability-distance functions to the frequency distribution of samaras along the transect for different times after release, and related nearby measured wind data to changes in dispersal kernels. Single samaras from an isolated tree formed a seed shadow that extended for a distance of 456m and fragments of fruit clusters traveled up to 130m. Forty-twopercent of the sampled samaras were moved >100 m. The second experiment revealed that painted samaras released on the ground were moved up to 150m over the pavement. Dispersal distances increased with time after seed release. A significant increase in the scale parameter b of the dispersal kernel with higher wind sums above 3.7 m/s illustrates a threshold for movement of samaras over the ground. Habitat shifts to safe sites for germination occurred during SWD, and different types of pavement influenced these processes. Smooth-surfaced pavement enhanced SWD, while cobbles with irregular surfaces slowed down or terminated SWD. During the observation period, 17% of released samaras accumulated in patches with a planted tree. Some were recaptured within the median strip and thus must have been lifted and moved over four lanes of heavy traffic. Our results suggest that impervious surfaces within road corridors can function as powerful avenues of wind-mediated long-distance dispersal and may counteract fragmentation of urban habitats. This also offers a functional explanation for the invasion success of Ailanthus at isolated urban sites.

The effect of road unevenness on the dynamic vehicle response and ground-borne vibrations due to road traffic

In this paper, the relation between road unevenness, the dynamic vehicle response, and ground-borne vibrations is studied. In situ measurements of road unevenness and the dynamic vehicle response for six roads with different types of pavement are supplemented by numerical predictions of ground vibrations. The predictions are performed in two stages. In the first stage, the dynamic vehicle response is computed based on the measured road unevenness. The vehicle model is validated by comparing the predicted and measured vehicle response and subsequently used to predict the dynamic vehicle loads. In the second stage, the dynamic road–soil interaction problem is considered and the transfer functions between the road and the soil are computed. The effect of the pavement type (continuous, jointed, or composed of individual pavers) on the road–soil transfer functions is investigated and the free field vibrations are calculated using the dynamic vehicle loads computed in the first stage. The predicted free field vibrations are validated by measurements at one of the measurement sites before and after rehabilitation of a deteriorated concrete pavement. Finally, the results are used to investigate the relation between indicators of road unevenness such as the ISO 8608 road class, the International Roughness Index, and the coefficient of evenness on one hand, and the dynamic vehicle response and level of ground-borne vibration on the other hand.

Use of FWD Deflection Basin Parameters (SCI, BDI, BCI) for Pavement Condition Assessment

Current research studies relationship between Falling Weight Deflectometer (FWD) deflection basin parameters and road pavement structural condition indicators, such as fatigue cracking and permanent deformations induced by low bearing capacity of pavement, and pavement equivalent E modulus (Eeq). The primary aim of the research was to develop limit values for deflection basin parameters: surface curvature index (SCI), base damage index (BDI) and base curvature index (BCI). Analyses of data derived from the Estonian Road Databank disproved the hypothesis of relationship between deflection basin parameters and pavement defects or rutting. Deflection basin parameters and back-calculated Eeq were found to be in good correlation. Strong relationships were found between upper layers indicators (SCI and BDI) and Eeq. Relationship between subgrade indicator BCI and Eeq, found in the research, was not very strong. Based on the aforementioned relationships, and the required min equivalent modulus of particular pavement, the equations to determine the limit values of deflection basin parameters for different types of pavements were developed. As the statistical analyses of such extensive database have been done for the first time in Estonia, the determined limit values have to be evaluated in practice and, if needed, corrected.

Optimized thin layers for urban roads

In the EU project SILENCE work has been carried out to optimize the noise reduction of different types of pavements for urban roads. The Danish Road Institute (DRI) participated in this work together with the Swedish National Road and Transport Research Institute (VTI) and BAST in Germany. Joint international development work has been carried out including laboratory experiments. The objective was to find pavements with promising noise reduction. It was decided to carry out a full scale field testing in some countries. DRI has in cooperation with the municipality of Copenhagen and the Colas road construction company tested series of SMA pavements and open graded pavements, optimized for noise reduction by using small aggregate size of 4 to 6 mm and by constructing a relatively high builtin air void. Eight different pavements were constructed in June 2007 on Kastrupvej in Copenhagen. DRI has conducted SPB and CPX noise measurements. An initial noise reduction for passenger cars of 4.3 dB in relation to a DAC 11 reference pavement has been achieved. It is planned to continue the measurements in the coming years in order to be able to analyse the long time acoustical and structural performance of these test pavements.