Resurfacing Research Articles

A Taguchi-Simplex Algorithm for the Optimization of Tapped Density for Particulate Orange Peels

In the composite industry, green fillers transported between locations face undesirable impacts of road surface on powder loads but few methods accurately account for this challenge in tapped density measurements. The purpose of this paper is to introduce a methodology to help composite development engineers manage the transportation of orange particles in transit, on vehicles as they move from the particle production locations to the production process locations. In this paper, the Taguchi method-simplex algorithm (TM-SA) method is proposed for the tapped density optimization of orange peel particulates (OPPs). OPPs of 0.425 and 0.600mm for automobile applications are optimized using experimental data. Managing the transportation process of orange peel particulates and their outcomes needs managing substantial tapped density information. Taguchi method was integrated into the objective function of a simplex algorithm. The tapped density parameters were optimized at the lowest parametric values and the constraints were formulated. It was revealed that for the 0.425mm orange peel particulates, the optimal values and volumetric values were lower by 0.09% and lower by 4.06%, respectively. For the 0.600mm, the optimal values and volumetric values were higher by 0.005% and 6.91%, respectively, when the current method was compared with the literature values from the grey relational analysis. The results at optimality support the effectiveness of the method and were validated by the grey relational analysis results from the literature. The utility of our research is to help green filler powder manufacturers assure cost-effective decisions and logistics delivery optimization.

Temporal instability of factors affecting injury severity in single-vehicle crashes on rural highways

ABSTRACT To study the time-of-day variations and temporal stabilities of factors influencing single-vehicle crashes on rural highways, random parameters logit models with heterogeneity in means and variances under different time periods of the day and from year to year were estimated to identify significant factors. The potential crash-influencing factors in drivers, vehicles, roads, and the environment were analyzed to dissect the correlation and variability between the influencing factors and crash injury severity. Likelihood ratio tests were conducted to assess the transferability of model estimation results from different times of the day and from year to year. The results showed that the effect of factors that determine injury severity varied significantly across time-of-day/time-period combinations. Overall temporal instability was observed in the study. However, several explanatory variables showed temporally stable effects in terms of their impact on resulting injury severities. Such as male, driver age (<30), truck, non-dry road surface, and visibility (100–200 m).

Road Surface Defect Detection Algorithm Based on YOLOv8

Road Surface Defect Detection Algorithm Based on YOLOv8

A STATE OF ART AND PROSPECTS OF RED MUD MANAGEMENT

The basic data on the global volumes and composition of red mud, which is a highly alkaline waste of the aluminum industry, namely the Bayer process – technology for the extraction and purification of alumina (aluminum oxide) from bauxite are presented. The analysis of the current state of red mud management allows to distinguish the following main directions: physical-mechanical, physical-chemical, biological and combined methods of handling it, which are used in agriculture (chemical land reclamation (increasing soil pH), use as fertilizers); building materials industry (cement, construction mortar, expanded clay, fireclay, bricks, building blocks, ceramic tiles, concrete alkali-acid-resistant products, refractories); road construction (soil strengthening for the lower layers of the road surface, asphalt); production of other materials (sorbents, catalysts, flocculants, pigments, caustic soda, filler for polymer composites); ferrous and non-ferrous metallurgy. Currently, the most common methods of red mud utilization are its direct use, use in the construction materials industry, as well as pyrometallurgical technologies, as a result of which iron or its alloys are obtained, as well as slag, from which alumina, titanium, rare earth metals can be extracted or which is processed into various building materials. The most expedient method of red mud disposal is either direct use of red mud with minimal changes in its properties, or complex processing with maximum yield of target components and minimization of new waste generation. At the same time, one of the promising ways of red mud management can be its biological processing with the help of plants and microbes, which will help reduce the dangerous man-made load from red mud in the territory adjacent to bauxite processing plants. Bibl. 113, Fig. 2.

Integrated Strategy in Road Assesment for Tameroddo-Majene City Boundary Road Section Preservation

Tameroddo – Majene City boundary road section is a national road in West Sulawesi, a road connecting South Sulawesi and Central Sulawesi provinces. Its existence is essential for increasing accessability and mobility between regions, for it does not only support economic growth in the West Sulawesi Province, but it also has some positive impacts on socioeconomic development for surrounding areas. Traffic volume, overload, and rainfall are factors that accelerate intensity of road surface irregularities. An analysis of road pavement conditions is, therefore, required to provide existing data for road preservation, to ensure its optimum function in accordance with planned durability. This research is aimed at providing assessment results of the road section conditions, and to compare the results between IRI and PCI measures, as well as to provide an overview or description of the road section conditions. This can, thereafter, be used as an important database for a better planning and implementation. Road assessment had been conducted using an integrated method, by IRI measure performed by using ‘The Hawkeye’ vehicle equipped with high precision laser profilers and accelerometers, DMI, and high-speed cameras along with GPS, incorporating Dinamic Time Warping (DTW) technique, to automatically detect and classifies road irregularities on paved roads. This method, however, followed by manual inspection (or subjective measures). Survey result shows that based on IRI method, ‘fair’ condition reaches 67%, and lightly damaged reaches 33%. While based on PCI method, ‘good’ (equivalent with ‘fair’) condition reaches 66%, and ‘bad’ condition (or equivalent with ‘lightly damaged’) condition reaches 34%. This means that the study found some differences, even though it was only a little. Based on analysis result, amongst total lenght of the road lane had been under assesment (81,8 km), 74,4 km is of ‘fair’ condition, thus it requires a routine maintenance, while the rest 8,4 km is of ‘lightly damaged’ and it requires a regular maintenance.

Integrating Mechanistic-Empirical Pavement Analysis in the Life Cycle Assessment Use Phase and Monetization of Environmental Impacts to Promote Low Carbon Transportation Materials

This study attempted to integrate the Mechanistic-Empirical Pavement Design Guide (MEPDG) analysis into the life cycle assessment (LCA) framework to explore the potential of terminal blend rubberized bitumen (TBRB) technology as a sustainable alternative to traditional paving materials in the United Arab Emirates (UAE). In addition, the concept of environmental impact monetization is introduced for quantifying shadow prices to be used in cost–benefit analyses and encourage the adoption of sustainable technologies in pavement construction. The findings demonstrate that hot mixed asphalt (HMA) with TBRB outperforms asphalt mixtures with neat bitumen (NB) and polymer-modified bitumen (PMB) containing 7% linear styrene–butadiene–styrene, with respect to durability and environmental impacts. The cradle-to-grave analysis, which includes maintenance and rehabilitation cycles based on the MEPDG results, alters the hierarchy among scenarios compared to conventional cradle-to-gate analyses, highlighting the importance of the use phase in LCA. Overall, the asphalt mixture with TBRB exhibits 83% and 63% less global warming potential than mixtures with NB and PMB, respectively. The monetization process through the distance-to-target approach returned the shadow price of US$157 per metric ton of CO2eq in the UAE. Based on this value, the HMA with TBRB, if selected over those with NB and PMB, offers environmental savings of US$47,186/km-lane and US$15,852/km-lane for the case study investigated.

Non-stationary vibration fatigue life prediction of automotive components based on long short-term memory network

Automotive components are prone to fatigue failure as a result of the long-term effects of vibration loads. Due to the significant non-stationarity of irregular excitations from various road surfaces, the classical frequency-domain method struggles to accurately estimate the fatigue life of automotive components. Based on long short-term memory (LSTM) networks, an efficient time-domain method for non-stationary vibration fatigue life prediction is proposed. Firstly, the data augmentation method for simulating long-time non-stationary loads is studied. Short-time histories are transformed into time–frequency spectrograms, and then the time–frequency spectrums are warped and masked to reconstruct the long-time non-stationary loads. Furthermore, employing only short-time loads and responses as training samples, the LSTM network is trained to construct a surrogate model for calculating structural stress time histories. Finally, the responses of varying-length long-time loads are calculated, and fatigue life is predicted by the combination of rainflow counting and Miner rule. Additionally, the representative response durations required for the fatigue analysis are estimated. Numerical simulation of control arms shows that the fatigue life prediction results using the LSTM surrogate model are within 1.9% difference compared to transient dynamics analysis results based on finite element method, and the calculation efficiency is improved by orders of magnitude.

Estimation of Road Adhesion Coefficient Based on Camber Brush Model

Electric vehicles, with their distinct power systems, weight distribution, and power control strategies compared to traditional vehicles, influence the pressure distribution in the tire contact area, thereby affecting the estimation of road adhesion coefficient. In electric vehicle research, tire adhesion coefficient serves as a measure of the frictional force between the vehicle and the road surface, directly impacting the vehicle’s handling performance. The accurate estimation of the adhesion coefficient aids drivers in better understanding the vehicle’s driving state. However, the existing brush models neglect differences in ground pressure distribution along the width direction of tires during tire camber, potentially leading to inaccuracies in adhesion coefficient estimation. This study proposes a camber brush tire model that considers the width-direction pressure distribution characteristics, aiming to enhance the accuracy of adhesion coefficient estimation under camber conditions. Experimental comparisons between the improved and original models reveal a significant enhancement in estimation precision. Consequently, the findings of this study provide valuable insights for deepening our understanding of tire camber dynamics and for designing control systems for electric vehicles, thereby improving vehicle stability and safety.

Study on the influence of design parameters of porous asphalt pavement on drainage performance

To investigate the design factors influencing the drainage performance of porous asphalt pavement and its performance degradation, a three-dimensional infiltration model of porous asphalt pavement was established. The influence of permeability coefficient, drainage layer thickness, drainage path length, and pavement cross slope for drainage performance was analyzed. The drainage performance was evaluated with the multiple influence factors, and the drainage performance degradation was explored with the porosity decay. The results showed that the design parameters including permeability coefficient, drainage layer thickness, drainage path length, and pavement cross slope exhibit strong correlations with pavement drainage performance, with correlations greater than 0.6. The increase in the permeability coefficient, drainage layer thickness, pavement cross slope, and the reduction in drainage path length are all benefits to improved drainage performance. It is effective to enhance drainage performance by increasing the permeability coefficient combined with a higher pavement cross slope in high drainage requirement areas. The porosity decay caused by road load and porosity reduction leads to a 20%-45% degradation in drainage performance. Therefore, during the road surface design process, it is necessary to comprehensively consider the synergistic effects of design parameters, while also evaluating both the initial and residual drainage performance with the combined influence of load and dust.

GPR investigation of the cause of persistent failure of a university road

We present the results of a multi-frequency ground-penetrating radar (GPR) survey over a university road in south-western Nigeria that has experienced persistent failures. The goal was to evaluate causes of failure to aid remediation efforts. Data was collected concurrently at 250, 500, and 1000 MHz using a UTSI electronic trivue system. Data were processed and interpreted using Reflex-Win. Visual observations of major features apparent on the road surface including failed sections were noted. Imaged features included possible bases of the surface course, base course and sub-base, subsurface projections of an outcropping and buried basement rocks, three deeply cut and back-filled sections that lie beneath sections of the road that have experienced persistent failure, and the ringing effects and rebar-associated reflection hyperbolae of two reinforced concrete drains. Indications of preferential wetting of the shallow subsurface beneath much of the failed sections suggest that failure is due to excessive moisture content in these sections. These failed sections generally correspond to regions of deep cut and backfill, and regions cut and filled for the construction of reinforced concrete drains. Apparently, the backfills at these locations have failed to prevent water influx into the subsurface and more effective remediation measures need to be deployed.

INVESTIGATION OF SURFACE PROPERTIES OF MODIFIED BITUMEN COMPOSITIONS

One of the main reasons for premature destruction of road surfaces is the poor quality of road bitumen. An effective way to improve the quality of a bitumen binder is to modify it with polymer or surface-active additives. The goal is to determine the effect of the concentration of modifiers on surface tension in binary "bitumen-surfactant", "bitumen-polymer" and triple "bitumen-surfactant-polymer" systems. The methodology of the work included measuring the surface tension of modified bitumen systems depending on the quantitative content of additives in bitumen. Results and discussion: As follows from the analysis of the data obtained, in bitumen systems with a limited concentration of polymer AG-4I (C≤1 g/dm3), the effect of reducing surface energy at the interface with air is achieved by concentrating surfactants in the surface layer, which are part of the structure of the bitumen itself. The extreme nature of the change in surface tension was also recorded in AC-2 bitumen compositions. Conclusion: In the "bitumen-AG-4I-AS-2" triple systems, the change in the specific surface energy at the "liquid-gas" interface is not an additive value, taking into account the separate contribution of AG-4I and AS-2. The concentration threshold of additives to achieve a minimum surface tension varies in comparison with binary compositions. With the combined administration of AG-4I (C=1g/dm3) and AC-2 (C=1g/dm3), the surface tension decreased by 9.30 mN/m compared with unmodified bitumen.

Characteristics of tire-road wear particles (TRWPs) and road pavement wear particles (RPWPs) generated through a novel tire abrasion simulator based on real road pavement conditions

Microparticles such as tire-road wear particles (TRWPs) and road pavement wear particles (RPWPs) are generated by the friction between tire tread and road surface. TRWPs and RPWPs on roads are dispersed through traffic and transferred to rivers and seas via runoff to accumulate in sediments. However, research on the generation of both TRWP and RPWP has rarely been conducted. In this study, the generation of both TRWP and RPWP was investigated using a novel tire abrasion simulator equipped with paved road and bus tire, and their contributions to the generation of microparticles were examined. Two types of model paved roads, asphalt and concrete pavements (AP and CP, respectively), were applied. TRWPs generated from the simulator exhibited morphologies very similar to those on real roads. The abrasion rate for the CP was 2.8 times higher than that for the AP. The wear particle size distributions peaked at the size ranges of 63–106 μm and 212–500 μm for the AP and CP, respectively. Totals of 84 wt% and 89 wt% of the wear particles were distributed in size ranges of 38–212 μm for the AP and 106–1000 μm for the CP. The tire wear particle (TWP) contents in the total wear particles of 38–500 μm were 21.7 wt% and 30.0 wt% for the AP and CP, respectively, and decreased as the particle size decreased. The weight of RPWP was higher than that of TWP in TRWP. Contributions from road pavement to the generation of wear particles of 38–500 μm were 3.6 and 2.3 times higher than those from tire tread for the AP and CP, respectively, and the contribution increased as the wear particle size decreased.

Fatigue life prediction of corroded hangers with parallel steel wire in a network arch bridge under vehicle-bridge interaction based on a novel noniterative simplified method

Fatigue damage is a main concern during the life-cycle maintenance of bridges with corroded hangers under vehicle-bridge interaction (VBI). In this study, a novel noniterative simplified method for VBI is proposed to analyze the responses of hangers in a network arch bridge, considering the effects of vehicle types, driving lanes, and road surface roughness. Furthermore, the fatigue life of corroded hangers is investigated, considering the actual traffic flow and uneven distribution of stress in the hanger’s cross-section. The results show that longitudinal and transverse bending moments of the hanger significantly affect the stress of steel wires in one hanger but have limited influence on stress amplitudes. The fatigue lives of steel wires are considerably reduced when subjected to both uniform and pitting corrosion. The fatigue life of steel wires is reduced under deteriorating road surface conditions. Moreover, as the fatigue life of steel wires in the hangers declines, the variations in fatigue life among individual steel wires within a single hanger gradually decrease. Consequently, this trend leads to a heightened likelihood of continuous wire breakage.

ОЦЕНКА ПОКАЗАТЕЛЕЙ РЕМОНТОПРИГОДНОСТИ АВТОМОБИЛЬНОЙ ДОРОГИ

The methods of managing the information model of the road at the operation stage are presented. A comprehensive methodology for checking transport and operational indicators is shown. It allows to predict the condition of the road surface, to determine the probability of deformations and destruction during the operation of the road. A software module is presented for assessing the maintainability of the road, taking into account all key transport and operational indicators. Based on this module, one can calculate the real overhaul service life for certain sections of the road. In the algorithms of the developed program, data transmission at various stages of the life cycle is provided, the stage of creating a general data environment, interaction with the IFC attributes is laid. This approach ensures the interoperability of the information model of the road and allows to evaluate current condition and planned measures to eliminate construction flaws or defects formed during operation, which ensures the extension of the road service life. Popular rheological models have been investigated for predicting residual deformations of road clothing based on the analysis of various models of the soil behavior of nonlinear soil mechanics. It is revealed that the most adequate model is a model that uses the theory of hereditary creep, which takes into account the calculation of non -rigid road clothing, which is exposed to short-term load from moving cars. Some aspects of the maintainability of the road facility affecting the environmental and economic indicators of the environment are given.

Compaction quality assessment of highway using roller-integrated positive maximum kinetic energy increment detection technique

During conventional highway construction, quality control and acceptance (QC/QA) are based on limited spot tests of material density at random locations which may not comprehensively represent the entire compacted area and are vulnerable to potential biases. Based on roller-integrated positive maximum kinetic energy increment detection technique with real-time kinematic global positioning systems, this research adopted kinetic energy compaction value (KECV) as a real-time monitoring index for the highway compaction quality, and subsequently proposed an KECV-based assessment method to estimate the compaction quality of subgrade and pavement materials. Additionally, a global interpolation method (Green spline) was adopted to obtain estimates for both KECVs and compaction quality at any location on the work area, enabling the analysis of the passing rate of compaction quality for the entire work area. A case study on the Hengyong highway project in China indicates a highly linear correlation between the KECV and the compaction parameters, the compactness of LLL silt, and the relative density of cement-stabilized macadam; therefore, it can serve as a reliable index for monitoring compaction quality. Assessment of compaction quality on the entire work area can be fast and continuously achieved using the proposed method, which can effectively overcome the above limitation of conventional testing, timely feedback compaction information to avoid quality defects, and availably improve the construction quality of highways.

Functional connectivity related to road linear erosion at rainfall event scale in an agricultural watershed on the Loess Plateau

Intersections of road and channel networks assist in better understanding of runoff and sediment transportation process feedback using the hydrological connectivity concept. However, quantifying functional connectivity and exploring the complex relationship between hydrological connectivity and the processes of runoff and sediment associated with road networks have largely been unexamined by field work. Therefore, our team conducted a 3-year monitoring of hydrological connectivity and road erosion from selected road segments in an agricultural watershed on the Loess Plateau. Rainfall events occurring during 2020–2022 were categorized into three types using K-means clustering analysis: small amounts of low-intensity rainfall (SL-R), large amounts of low-intensity rainfall (LL-R), and large amounts of high-intensity rainfall (LH-R). The monitored roads primarily consist of paved roads and unpaved roads (agricultural roads, abandoned roads, and petroleum roads). In our study, the intersections extracted by the road and channel networks were defined as hydrological connections, and sticks wrapped with clean gauze at the hydrological connections were monitored under variable rainfall conditions for functional connectivity assessment. The runoff heights and sediment traces attached to the sticks are alternative hydrological connectivity indicators. The results revealed an obvious increasing trend in the activation frequency and degree of hydrological connectivity as rainfall types transitioned from SL-R to LL-R and LH-R. Agricultural roads had a more intense response to hydrological connectivity between upslope drainage areas and road surfaces, and petroleum roads performed well in response to hydrological connectivity between road surfaces and down hillslopes. Random forest models indicate that PI30 is the most dominant influencing factor of road erosion and hydrological connectivity between road upslope drainage areas and road surfaces. Road surface erosion rates are the primary determinants of hydrological connectivity between road surfaces and down hillslopes. These findings suggest a close interaction between road erosion and hydrological connectivity driven by these off-site effects. They offer additional evidence concerning runoff and sediment patterns and dynamics in relation to road networks and identify hydrological connectivity and road erosion hotspots. Coordinating measures for hydrological connectivity regulation and road erosion mitigation are essential for minimizing hydrological connectivity and road erosion off-site effects within watersheds.

Research on Filtering Algorithm of Vehicle Dynamic Weighing Signal

This study analyzes the advantages and disadvantages of filtering algorithms for dynamic weighing signals. Highway road surface has road surface unevenness and other influencing factors. The body vibration of the vehicle driving process produces a certain amount of interference signals collected by the load cell to form noise signals. In addition, piezoelectric sensors and amplification circuits introduce a large amount of electrical noise. These noise signals are non-smooth, nonlinear, and have other characteristics. We study the filtering effects of moving average (MA), wavelet transform (WT), and variational mode decomposition (VMD) filtering algorithms on axle weight signals and evaluate the performance of the filtering algorithms through the Root Mean Square Error (RMSE), signal-to-noise ratio (SNR), and Normalized Correlation Coefficient (NCC). The comprehensive analysis shows that the variational modal decomposition filtering algorithm is more advantageous for axial weight signal processing. The design of the axle weight signal noise filtering algorithm is of great significance for improving the accuracy of the overall dynamic weighing system of the vehicle.

Application of Steel Slag Asphalt Mixture in Road Engineering

As a by-product of the steelmaking process, steel slag has gained increasing attention and application in road engineering due to its excellent physical properties and abundant resources. This paper systematically analyzes the physical characteristics, chemical composition, and environmental impact of steel slag, explores the preparation process of steel slag asphalt mixtures, and investigates their mechanical properties and durability. Through actual engineering cases, the superior performance of steel slag asphalt mixtures in road base and surface applications is verified. The paper also comprehensively evaluates the economic, environmental, and social benefits of steel slag asphalt mixtures, highlighting their development trends and future research directions in road engineering. Finally, it identifies potential issues in the application of steel slag asphalt mixtures and proposes corresponding countermeasures, aiming to provide theoretical support and practical guidance for their promotion in road engineering.

Evaluation of an Asphalt Mixture Containing a High Content of Reclaimed Asphalt Pavement (RAP) Materials with Epoxy Asphalt

The average content of reclaimed asphalt pavement (RAP) materials in asphalt mixtures for new pavements is around 22% in the current paving practices in the United States. Increasing this content has significant economic and environmental benefits. This study explored the approach of producing asphalt mixtures with 100% RAP materials by adding a small percentage of epoxy asphalt. Specimens of 100% RAP mixtures with low contents of epoxy asphalt were fabricated and evaluated in the laboratory for their properties related to pavement performance, including Marshall stability and flow, indirect tensile strength, resistance to moisture damage, resistance to fatigue damage, and fracture resistance. The results showed that the specimens made of 100% RAP materials selected in this study without a new binder or rejuvenator had low workability and high Marshall stability and indirect tensile strength but poor resistance to moisture damage and fatigue damage. A low percentage (0.5 to 2%) of epoxy asphalt significantly improved the resistance to moisture and fatigue damage of the 100% RAP mixture, and this improvement increased with the epoxy asphalt content. The fracture resistance of the 100% RAP mixture was also significantly improved by a low dosage of epoxy asphalt at a low temperature (8 °C), but the improvement was less significant at a moderate temperature of 25 °C.

საავტომობილო გზის მიწის ვაკისისა და საფუძვლის გაძლიერება დოროსოლისა და დოროპორტის გამოყენებით

Road construction is the main determining part of the transport and operational condition of highways. The improvement of the road surface with the use of hydraulic binders under the conditions of minimum costs is discussed. The physical-mechanical parameters of soils are examined, as well as the issues of deformation of layers and a higher modulus of elasticity, which all contribute to enhancing the quality and durability of road construction. Details on the advantages of using hydraulic road binders, Dorosol and Doroport in the soil strengthening process are provided. Financial costs and terms for road construction are compared and calculated, and the differences between soil consolidation using new hydraulic road binders and Portland cement are evaluated. In addition, the article concentrates on the challenges of reducing the following negative impact on the ecology and the environment by strengthening soils with hydraulic road binders, with economical use of water and natural resources.