Rehabilitation Of Road Pavements Research Articles

Integrated crew organization and work zone scheduling for network-wide daily road pavement rehabilitation

This study develops a new integer-programming model to address the network-wide daily road pavement rehabilitation scheduling problem. In the model, the crew organization and work zone schedule are jointly optimized daily, with the objective of minimizing both the operational cost and user travel time. A day-to-day traffic dynamics model is applied to capture the non-equilibrium traffic evolution against network supply variation over the planning horizon, which leads to a simulation-based optimization problem. To solve this challenging problem, a two-stage hybrid heuristic solution method is proposed. In the first stage, hybrid tabu search (TS) meta-heuristics are comparatively developed to identify a group of active crew work routes without time slacks. The obtained crew routes are then fed to the second stage for work zone scheduling via a discrete compass search algorithm. Some important findings are obtained from numerical experiments. First, crew routing (or crew organization) is the dominant decision in the studied problem, and a desirable work zone schedule encourages a crew to execute the assigned tasks continually. The findings can be used to develop simplified and efficient solution algorithms. Second, the hybrid TS meta-heuristics developed for crew routing exhibit superior performance compared to other solution methods. Finally, a well-defined model for the current problem should consider both user travel time and operation cost. Our model enables decision-makers to make an effective trade-off between these two objectives. An effective measure is suggested to evaluate the cost-effectiveness of budget investment decisions when budgets are limited.

Evaluation of Interlayer Reinforcement Effectiveness in Road Pavement Rehabilitation Using FEM Modeling and Fracture Mechanics Analysis

In this paper, the effectiveness of reinforcements for flexible pavements is evaluated through an analysis of reflective cracking. Different stiffness and thickness reinforcements are considered for the rehabilitation of an already cracked pavement. The effect of the reinforcement is assessed from two different perspectives: (i) the ability to reduce stresses in the rehabilitated pavement layers, and (ii) the capacity to mitigate the crack propagation from deeper layers. A finite element model (FEM) is adopted to study the stress and strain state of the pavement layers. The pavement model has been properly validated, transitioning from a simply supported beam scheme to an elastic multilayer model. In addition, to represent crack propagation, fracture evolution is analyzed using Linear Elastic Fracture Mechanics (LEFMs) and Paris’ law. The effect of different reinforcements on the pavement is then simulated. The results show that the reinforcement performance is strictly dependent on the interlayer thickness and stiffness. In particular, high stiffness reinforcements (geomembranes) show increasing effectiveness with stiffness, both in terms of reflective cracking and stress reduction. Conversely, low stiffness reinforcements (SAMIs) show a variable trend with the stiffness modulus. In fact, extremely low stiffness is effective in slowing down crack propagation but is detrimental to the wearing course’s stress condition. However, as the stiffness increases, the likelihood of cracking in the wearing course decreases, though only a small beneficial effect is registered for crack propagation in the base layer.

Deflection-Based Approach for Flexible Pavement Design in Thailand

The Department of Highways (DOH), Thailand, has adopted both empirical and mechanistic approaches for flexible pavement analysis and design. Recently, the deflection-based design approach has been comprehensively reviewed by the DOH for the possible adoption of national design standards and practices. One of the key reasons is that Thailand’s road authorities, i.e., the DOH and the Department of Rural Roads (DRR), have considered the falling weight deflectometer (FWD) for the new construction and rehabilitation of road pavements. In addition, the FWD is widely accepted as the non-destructive test for deflection measurement and structural capacity evaluation. Ultimately, the implication of FWD deflections for in-house pavement analysis and design shall be developed and proposed to Thailand’s road authorities. Therefore, this study presents the deflection-based approach of flexible pavement design in Thailand. The FWD and a standard Thai truck were selected as the main loading applications in this study. A typical FWD loading stress of 700–800 kPa was practically adopted by the DOH and compared with a standard 10-wheel 25-ton truck with a tandem axle-dual wheel configuration with a tire pressure of 690 kPa. The layered elastic analysis was performed to calculate the pavement responses. The results suggest that the flexible pavement design based on a deflection-based approach is simple, practical, and conservative.

Restoration of Road Pavement Depending on the Degree of Destruction of the Road

Purpose. The main purpose of this work is to develop a methodology for road pavement restoration depending on the degree of road destruction. Methodology. The study is based on the recommendations of the information guide for designers and customers in the development of design solutions for the rehabilitation of public roads and a preliminary assessment of the damage caused by their destruction as a result of the armed aggression of the Russian Federation. To assess the condition of the road and determine the necessary pavement rehabilitation work, indices can be used that take into account different types of defects on the road. Comparison of different road surface options was performed using a «priority matrix». The total score for each type of pavement makes it possible to determine the most rational option. Findings. The study found that when choosing a method for organizing construction work on pavement rehabilitation, the availability of materials, technical equipment, and the timing of rehabilitation should be taken into account. The choice of pavement design and material depends on the degree of road destruction, which is determined by technical and economic indicators, taking into account the life cycle of the road. The cost of repair and maintenance over the life cycle of a pavement is a key aspect of infrastructure planning and management. Estimation of these costs helps to effectively allocate the budget, prioritize and rationally spend resources to maintain road quality. Originality. Methodological approaches to the establishment of the pavement structure by the volume and cost of materials with the adjustment of the decision made by operational indicators, taking into account the service life, resistance to traffic, wear resistance, noise, vibration and, ultimately, vehicle safety, are proposed. Practical value. The provided recommendations for road pavement rehabilitation, depending on the degree of destruction, will contribute to the adoption of effective design solutions and preliminary assessment of the damage caused by the destruction or damage to roads as a result of the armed aggression of the Russian Federation.

Environmental impacts of road pavement rehabilitation

Environmental impacts of road pavement rehabilitation

Towards Human-Centered Pavement Quality Annotation with Crowdsourcing

The maintenance and rehabilitation of road pavements are critical to ensure safe and efficient transportation. To achieve this, accurate and up-to-date information on pavement conditions is necessary. Professional pavement monitoring is a time-consuming and expensive process. In this paper, we focus on the process of identifying and labeling pavement distresses, which we term as “pavement annotation”. We explore the potential of engaging drivers and passengers in pavement annotation with crowdsourcing to provide a cost-effective and scalable solution. Our approach involves developing a mobile application prototype that collects both mobile sensor data and human perception data during map navigation. We use an iterative design and development process to create a user-friendly interface that enables the efficient and effective annotation of pavement distresses. We evaluated the reliability of physical model indices computed with the mobile sensor data, the quality of human-labeled road anomalies, and the alignment of the two. Our findings suggest that while challenging, there is a great potential to augment the sensor and human data to generate rich pavement-quality annotation with crowdsourcing. We highlight the advantages and disadvantages of sensor-based and human-driven pavement quality annotation and draw design implications for crowdsourcing software and artifacts to enable safe, scalable, and sustainable pavement annotation.

Life Cycle Assessment of road pavements rehabilitation re-using high content of Reclaimed Asphalt Pavement

The main objective of the paper is to assess the viability of the re-use of RAP mixtures as a solution for road pavement rehabilitation combining mechanical, functional and environmental aspects. To evaluate the environmental impact a Life Cycle Assessment (LCA) was performed considering a real pavement section. The LCA was carried out on two scenarios that stem from the combination of production, construction and maintenance operations: one that considers 75% RAP incorporation in new asphalt mixture; and another as the reference solution with virgin raw materials. The mechanical behavior was evaluated by determining the stiffness, water sensitivity and permanent deformation. The functional performance was evaluated through the macrotexture and skid resistance. Significative gains were observed in LCA. RAP mixtures showed as a viable alternative to virgin solutions.

Optimization of the set of loading -transportation machines

In this case, the road is being restored The results of scientific research on the effective use method and calculation of the used excavator-transport machinery set are being seen. The main indicators considered are the labor cost of loading and transporting soils used in road pavement rehabilitation and the performance of road transport. In this work, the optimal operational parameters of the set of machines used in the construction and repair of the road were determined.

Evaluation of the Role of Reclaimed Asphalt Pavement Preheating on Cracking Behavior of Hot Mix Asphalt Recycled Mixtures by Digital Image Analysis

Abstract In the last few decades, the need for reducing the exploitation of finite sources has led to an increasing use of reclaimed asphalt pavement (RAP) for the construction, maintenance, and rehabilitation of road pavements. During hot mix asphalt (HMA) plant production, RAP can be added at ambient temperature or preheated into special drums. When designing an RAP mixture, it is essential to dose the correct amount of virgin binder according to the percentage of the reactivated aged one. RAP preheating plays a key role in this process, although no reliable methods are available for achieving an accurate estimation. This article presents an innovative digital image-based methodology, named overlapped digital image (OIA) analysis, to better understand the role of reactivated binder on the cracking behavior of HMA-RAP mixtures. A recycled mixture was produced in the laboratory by adding RAP both at room temperature (25°C) and after preheating (150°C) and subsequently tested according to the Superpave IDT at 10°C and 25°C. The tests were combined with the OIA analysis to identify how the strain patterns and the initiation and propagation of fractures developed, according to the reactivation of the aged asphalt binder. The results show important outcomes in terms of cracking behaviors highlighting the important role of RAP preheating for inducing aged binder reactivation.

Assessment of Asphalt Road Pavement Rehabilitation and Maintenance Practices: The Case of West Showa Zone in Oromia, Ethiopia

This study mainly aimed at assessing asphalt road pavement rehabilitation and maintenance practices in West Showa Zone with particular reference to the roads from Ambo to Gedo which covers over 64kms. The study aimed at identifying pavement distresses and causes of pavement distresses. According to data collection and analysis, it was found that the material properties and composition (28.1%), construction quality (18.8%), and road maintenance standards (15.6%) were perceived to be the major causes of pavement distresses on the roadway under study. On the other hand, the result of survey condition data obtained from ERA was analyzed and major distresses were identified including longitudinal joint crack, bleeding and tripping, potholes, generalized marked fretting, deformation, subsidence, rutting, patch, wide block crack, isolated scabbing, low shoulder and wheel path rutting. Besides, limited skilled man power (x=3.78), lack of appropriate pavement management system (x =3.93), budget constraint (x=4.43), absence of appropriate machineries (x=3.53), and lack of monitory and quality control (x=3.75) were among the major challenges related to effective pavement work, road maintenance and rehabilitation practices on the roadway under study.

Intelligent planning of road pavement rehabilitation processes through optimization systems

Pavement rehabilitation comprises a very time sensitive and complex set of operations. Not only does this type of construction typically rely on very expensive heavy mechanical equipment, it also usually involves closing lanes that will inevitably cause delays to users. Although there is an increasing interest in completing these rehabilitation interventions with the lowest costs and durations, the planning of this process is currently mostly based on experience. Thus, this paper focuses on developing an optimization system based on an evolutionary multi-objective approach, capable of supporting decision making in road pavement rehabilitation planning. The main contributions of this paper are two-fold. On the one hand, it tackles an identified research gap regarding the study of the viability and the gain associated with the implementation of multi-objective optimization in planning of pavement rehabilitation projects. On the other hand, a more practical contribution is related to the development of a system capable of supporting decision making throughout design phases. The capabilities of the system are validated in a real motorway pavement rehabilitation project. Results demonstrate the ability of the system to quickly output optimal solutions, that not only support decision making, but also enhance flexibility and efficiency from the decision-maker viewpoint. The optimization system is an important contribution to more intelligent and sustainable pavement engineering, by promoting the global optimization of technical, economic and environmental objectives.

Advantages and limitations of using foamed bitumen

Foamed asphalt refers to a bituminous mixture of road-building aggregates and foamed bitumen, produced by a cold mix process. There are a lot of related issue that has not been sufficiently investigated so far. It is worthwhile to overview the main theoretical and practical results in the field in several countries including those of the authors of the paper. It is clear that the foamed asphalt is usually characterized by high quality and reasonable cost, can be used in cold road pavement rehabilitation, in addition to it the technique is environ-mentally friendly preserving natural resources. Using foamed bitumen reduces the emissions of carbon dioxide and gases resulting from combustion, especially when it is used as a cold rehabilitation binder and mixed with re-claimed asphalt pavement materials.

Use of Steel Slag as an Alternative to Aggregate and Filler in Road Pavements.

Today the use of Construction and Demolition Materials (CDM) can be considered as a suitable solution for the construction or the rehabilitation of road pavements. In this context, it is central to minimizing waste production, favoring the reuse through new production cycles to replace virgin natural raw materials. As illustrated in this study, steel slag has mechanical properties that justify its use as aggregate in the manufacture of bituminous mixes. In road construction, their use is focused on the substitution of fine aggregate and filler in bituminous mixtures. Mechanical characterizations, Marshall stability and indirect tensile resilient modulus (ITSM) tests were used to evaluate the laboratory performance of the mixtures. The research aims are to provide the use of these materials for the construction of the entire road pavement structure; in this study authors used these materials both in the characterization of cementitious layers and in those with bituminous conglomerate. In both cases, the use of steel slag has favored an increase of stiffness in the mixtures.

Analisis Efisiensi Penggunaan Teknologi Aspal Daur Ulang Pada Jalan Tol Elevated Ir. Wiyoto Wiyono

The use of recycling technologies to the principles of green roads should get priority. Reclaimed Asphalt Pavement (RAP) has not been used properly is a problem in this study. Hotmix Recycling is a recycling technique that can be applied to road pavement rehabilitation and maintenance. The research was conducted to determine the cost-efficiency of recycled asphalt. The method used in this research is to analyze the unit price of conventional asphalt maintenance and to analyze the unit price of recycled asphalt in order to find out how much efficiency is obtained of asphalt pavement recycled. The results showed that the cost of conventional asphalt is Rp.1,160,000 per ton and the price of recycled asphalt is Rp.915,000 per ton, there is a savings of Rp. 245,000 per ton, The use of recycled asphalt technology in the periodic asphalt of the Ir. Wiyoto Wiyono toll roads can save operational and maintenance costs of Rp. 3,013,500,000.00

Challenge of adopting relatively low strength and self-cured geopolymer for road construction application: a review and primary laboratory study

ABSTRACT In road construction industry, more sustainable construction materials are required. Currently, for modern road pavement rehabilitation and construction, cement is often used as a stabilising agent. With the rapid growth of road traffic and freight, cement usage substantially increases in amount of CO2 emissions. Hence, how a geopolymer, defined as a future sustainable construction material, can be alternatively used in the road pavement. This paper aimed to reveal the possibility of using geopolymers in road construction. A literature review process and a primary laboratory study were performed. The newly developed concept of a relatively low strength (LS-GP) and self-cured geopolymer may be practical when used as a road stabilising agent. The lower strength requirements of a road construction material in comparison to those of normal concrete application could ease any difficulties with geopolymer production. The available technology for geopolymers cured at an ambient temperature condition could enhance such a possibility. Results from the primary laboratory study confirmed such a concept. An applicable level of alkaline solution concentration led to an increase in strength. While, a high calcium content in standard road base material can rapidly react with alkaline activators, such that a self-cured geopolymer could be used.

Environmental footprint of a road pavement rehabilitation service in Spain

Road surfaces are subject to wear and tear due to materials ageing, weathering and the action of road traffic. Periodic rehabilitation or reconstruction is needed in order to restore them. This manuscript presents an environmental assessment of a traditional road pavement rehabilitation technique (with hot mix asphalt) in Spain by means of a life cycle approach. The environmental footprint method was selected for presenting the results, which have a similar range as those obtained in earlier studies. Extraction of raw materials and the manufacturing of processed materials are the stages with the most environmental impacts. Therefore, the use of recycled asphalts in an adequate percentage is advisable for reducing the total environmental impact. This is the first complete study carried out in Spain. Its results could be used as a baseline for comparison with both newer restoration techniques and the use of advanced materials in the country.

Life Cycle Assessment of Warm Mix Asphalt with Recycled Concrete Aggregate

Life-cycle assessment (LCA) is a systematic methodology used to assess the potential environmental impacts associated with all the stages of a product or system. Generally, the LCA is performed for all stages of the evaluated product; nevertheless, based on the goal and scope of an LCA study, several phases may be considered, whereas others may be excluded. In this study, an LCA was conducted to evaluate the potential environmental benefits related to the use of recycled concrete aggregates (RCA) as a partial replacement of natural aggregates in the production of Warm Mix Asphalt (WMA). In order to estimate the potential environmental impacts associated with the use of these alternative resources in the construction and rehabilitation of road pavements in Barranquilla, Colombia, primary data were collected in some companies in the region. The SimaPro 8.4.0 software was used for modelling the processes analyzed in the case study and all the life cycle inputs and outputs related to the functional unit were characterized during life cycle impact assessment (LCIA) phase into potential impacts according to the impact assessment methodology TRACI v.2.1. The pavement life cycle phases and processes included within the system boundaries were the following: (1) extraction and processing of natural and recycled aggregates and production of asphalt binder, (2) transportation of materials, and (3) production of the asphalt mixtures. Three percentages of RCA replacements were analyzed:15, 30 and 45%. By comparing both asphalt mixtures with different RCA replacements levels, it was shown that RCA use implies an increase in the optimal asphalt content, which in turn, originates higher potential environmental impacts than those stemming from conventional mixtures.

Stone mastic asphalt (SMA) with crumb rubber according to a new dry-hybrid technology: A laboratory and trial field evaluation

Today the use of recycled and second-hand materials can be considered as a suitable solution for the construction or the rehabilitation of road pavements. The increasing interest in this process lead to the study and the evaluation of different waste materials, not directly connected to the construction field, among these Crumb Rubber from end-of-life tires. To date, this recycled material has been added into bituminous mixes for road pavements according to several technologies, for the production of different mixtures. In the present paper, the crumb rubber was used for the production of Stone Mastic Asphalt (SMA) according to a new dry-hybrid technology. A full laboratory investigation and a trial field study are here presented. A complete physical and mechanical characterization was carried out to define a specific mix design. Once defined these properties, a full-scale test section was constructed: specific in situ tests and collection of samples were planned. In both the laboratory and trial field phases, tests results were always compared to those obtained with a traditional SMA mixture. In an environmental prospective, fumes and emissions during laying were also analyzed. The goal of this research project was to analyze and evaluate the different physical, mechanical and functional characteristics induced by the use of Crumb Rubber for the production of SMA mixtures according to the proposed new dry-hybrid technology. As overall result, the presence of Crumb Rubber does not seem to negatively affect the volumetric properties of the mixture. SMA1.20 shows mechanical properties comparable to the reference mixture and higher if compared to SMA0.75. As for the acoustic properties, both the rubberized surfaces reduce the emission of noise if compared to the traditional SMA layer. The monitoring of pollutants during paving operations confirms the effective environmental benefits deriving from the use of the new dry-hybrid technology here proposed.

Asphalt rubber concrete fabricated by the dry process: Laboratory assessment of resistance against reflection cracking

This research aimed to evaluate bituminous mixtures made with a high percentage of ultrafine-size rubber particles (Asphalt Rubber Concrete, ARC) using the dry process. Laboratory tests were performed on asphalt concrete samples with and without rubber addition to compare the results. The fatigue behavior (four-point bending tests on prismatic-shaped specimens), rutting resistance (wheel tracking tests on rectangular slabs), and evolution of crack propagation (induced cracks in prismatic-shaped and rectangular slabs) were evaluated. The results demonstrated that ARC obtained using the dry process showed better resistance to fatigue (at least 10 times more) and rutting (at least 2.5 times more). Slower crack propagation was also registered. These facts lead to the conclusion that ARC fabricated by the dry process is a good and sustainable option for pavement overlayers in road pavement rehabilitation.

Obnavljanje cestovnih kolnika s obzirom na sustav održavanja

Obnavljanje cestovnih kolnika s obzirom na sustav održavanja