On-Pavement Signing, 2014

Pavement marking legends are placed on the roadway to remind drivers of the speed limit or to slow down. Use of wording on the pavement surface is more dramatic than use of signing only, which can get lost in the clutter of a streetscape. On-pavement speed limit markings have been used to reinforce speed limits or to indicate a transition zone. For more on this topic by these authors, see also "Evaluation of Dynamic Speed Feedback Signs on Curves: A National Demonstration Project": http://www.trb.org/main/blurbs/172092.aspx

Epoxy and Thermoplastic Pavement Markings on US 30 in Carroll County, HR-545, 1995

A one mile section each of thermoplastic and epoxy pavement marking materials were placed on new ACC pavement near Carroll, IA on Highway 30. The markings were evaluated for four years to see if they were suitable materials for durable pavement markings. The epoxy markings were inadvertently repainted after two years. They were performing well up to that time with little plow damage and good retroreflectivity. The thermoplastic dash lines suffered heavy snow plow damage after the first year and were repainted after the third winter. The thermoplastic edge lines performed fairly well for four years.

Estimated lifetimes of road pavements in Sweden using time-to-event analysis

Maintenance planning of road pavement requires reliable estimates of roads’ lifetimes. In determining the lifetime of a road, this study combines maintenance activities and road condition measurements. The scope of the paper is to estimate lifetimes of road pavements in Sweden with time to event analysis. The model used includes effects of pavement type, road type, bearing capacity, road width, speed limit, stone size and climate zone, where the model is stratified according to traffic load. Among the nine analyzed pavement types, stone mastic had the longest expected lifetime, 32 percent longer than asphalt concrete. Among road types, ordinary roads with cable barriers had 30 percent shorter lifetime than ordinary roads. Increased speed lowered the lifetime, while increased stone size (up to 20 mm) and increased road width lengthened the lifetime. The results are of importance for life cycle cost analysis and road management.

Projeto de Reabilitação da EM 607 no Concelho de Valongo

Pretende-se com este trabalho fazer um estudo detalhado de um troço da Estrada Municipal 607, situado no concelho de Valongo, caracterizando o seu estado de degradação e definindo qual ou quais as soluções mais convenientes de reabilitação a adotar. O pavimento alvo deste trabalho é abrangido por três ruas pertencentes à EM 607, Rua de Vilar, Rua de Cabeda e Rua D. Pedro IV e apresenta uma extensão total de 4,8 km. Este trabalho pode ser dividido em duas partes distintas: uma primeira parte, mais do âmbito teórico, onde é feita uma abordagem histórica desde o desenvolvimento dos pavimentos rodoviários até aos métodos e pavimentos existentes na atualidade e uma segunda parte, que diz respeito ao desenvolvimento prático do trabalho, onde é feito um estudo do pavimento e são apresentadas soluções de reabilitação e respetivos dimensionamentos. Iniciou-se o estudo do pavimento com uma análise geral das patologias existentes, definindo o estado de degradação em que este se encontra. Concluiu-se que se estava na presença de um pavimento muito degradado, havendo troços com um nível de degradação muito elevado, o que proporciona desconforto na circulação dos condutores. Foi efetuado um estudo de tráfego de pesados, onde se percebeu que se tratava de um pavimento com intenso tráfego de pesados e que talvez este pavimento não esteja apto para o suportar. A retirada de carotes veio confirmar este pressuposto, pois as espessuras das camadas betuminosas mostraram ser insuficientes para o atual volume de tráfego. As soluções de reabilitação foram ao encontro de várias soluções para diferentes situações, dando aos responsáveis da Câmara Municipal de Valongo a possibilidade de optarem por aquela que melhor se ajuste às suas necessidades, bem como às suas condições financeiras. Assim, foram propostas três soluções para três capacidades de resistência e períodos de vida úteis distintos. A primeira solução engloba a remoção do pavimento existente e colocação de uma estrutura completamente nova, com três camadas betuminosas e dimensionada para o volume de tráfego atual, apresentando um período de vida útil de 20 anos, mas que é mais dispendiosa. A segunda solução apresenta apenas duas camadas betuminosas, onde seriam removidas apenas as camadas betuminosas, aproveitando a camada de sub-base. Esta solução tem um período de vida útil estimado de cerca de 8 anos. A terceira solução, com um período de vida útil de 5 anos, baseia-se na remoção parcial de uma largura da faixa de rodagem, aproveitando a restante. Na largura removida seria colocada uma estrutura de pavimento nova e dimensionada na segunda solução. Por último, foi dimensionado o sistema de drenagem transversal e longitudinal, sendo caracterizadas as linhas de águas e as respetivas bacias hidrográficas. As valetas e passagens hidráulicas existentes não estão dimensionadas para o atual escoamento de águas pluviais a que o pavimento está sujeito. As valetas são muito reduzidas, apresentando-se em alguns casos degradadas ou a necessitarem de limpeza urgente.

Mechanical analysis of asphalt mixtures produced with waste plastic modified binders

This work compares the viscoelastic properties of an asphalt binder (70/100 pen) modified with different waste plastics and the mechanical properties of the resultant asphalt mixtures. Two different plastic wastes were used, namely recycled HDPE and EVA. Three different polymer modified binders were produced with these plastic wastes: i) 5% HDPE modified binder (P5); ii) 5% EVA modified binder (E5) and; iii) a modified binder with 4% of EVA and 2% HDPE (E4P2). Asphalt mixtures were produced with these modified binders, and their mechanical properties were analysed and compared with a conventional mixture produced with a 30/50 pen bitumen. It was possible to conclude that these recycled polymers are able to improve the mechanical performance of the asphalt mixtures used in road paving.

Comparação de diferentes métodos de avaliação da capacidade de carga de pavimentos rodoviários

Dissertação de mestrado integrado em Engenharia Civil

Estudo de betumes modificados recuperados de misturas produzidas pelo método húmido e pelo método seco

Dissertação de mestrado integrado em Engenharia Civil

Risk Mitigation Strategies for Operations and Maintenance Activities, Final Report, April 2012

The objective of this research was to investigate the application of integrated risk modeling to operations and maintenance activities, specifically moving operations, such as pavement testing, pavement marking, painting, snow removal, shoulder work, mowing, and so forth. The ultimate goal is to reduce the frequency and intensity of loss events (property damage, personal injury, and fatality) during operations and maintenance activities. This report includes a literature review that identifies the current and common practices adopted by different state departments of transportation (DOTs) and other transportation agencies for safe and efficient highway operations and maintenance (O/M) activities. The final appendix to the report includes information for eight innovative O/M risk mitigation technologies/equipment and covers the following for these technologies/equipment: Appropriate conditions for deployment Performance/effectiveness, depending on hazard/activity Cost to purchase Cost to operate and maintain Availability (resources and references)

Best Practices for Low-Cost Safety Improvements on Iowa’s Local Roads, 2008

Many good maintenance practices are done routinely to ensure safe travel on low-volume local roads. In addition, there are many specific treatments that may go beyond the point of routine maintenance and in fact provide additional safety benefits with a relatively low price tag. The purpose of this publication is to try to assemble many of these treatments that are currently practiced in Iowa by local agencies into one, easy-to-reference handbook that not only provides some clarity to each treatment with photos and narrative, but also features references to agencies currently using that technique. Some strategies that are utilized by Iowa, other states, and are topics of research have also been included to allow the user more information about possible options. Even though some areas overlap, the strategies presented have been grouped together in the following areas: Signing and Delineation, Traffic "Calming," Pavement Marking and Rumble Strips/Stripes, Roadside and Clear Zone, Guardrail and Barriers, Lighting, Pavements and Shoulders, Intersections, Railroad Crossings, Bridges and Culverts, and Miscellaneous. The intention is to make this a “living” document, which will continue to be updated and expanded periodically as other existing practices are recognized or new practices come into being.

Field Evaluation of Electro-Reflective Measuring Apparatus (ERMA), MLR-81-01, 1981

The Electro-Reflective Measuring Apparatus (ERMA) was developed by the Minnesota Department of Highways in 1974 to measure the retro-reflective characteristics of pavement marking materials. Minnesota researchers recommended that due to the increased cost of pavement marking materials and reduced availability of these materials, ERMA can and should be used as a maintenance management tool to determine when painting is necessary rather than according to a fixed time schedule. The Iowa DOT Office of Materials built an ERMA device patterned after Minnesota's design in 1976. Subsequent efforts to calibrate and correlate this ERMA device to District Paint Foremen ratings proved unsuccessful, and ERMA modification or abandonment was recommended in 1979. Lyman Moothart, Materials Lab. Tech. 4, modified the ERMA device in 1980 and correlation attempts to District Paint Foremen ratings conducted in November 1980 have been moderately successful. A Paint/No Paint ERMA value has been established which will identify about 90% of the painting needs but will also include about 40% of the marking lines not needing repainting. The Office of Maintenance should establish a trial ERMA program to study the accuracy and potential cost savings of using ERMA to identify pavement marking needs.

Iowa Study of No Passing Zone Signing, 1962

This report is compiled from data gathered by interviewing motorists to sample their opinion of Iowa's method of supplementing the yellow barrier line pavement marking of no passing zones on primary highways with yellow pennant shaped "No Passing Zone" signs mounted on the left shoulder of the highway. The effective designation of no passing zones is one form of control that can contribute to a reduction in the number of fatal high-speed head-on collisions resulting from passing in areas which do not afford sufficient sight distance of approaching traffic. It is the purpose of this report to present an evaluation of the Iowa "No Passing Zone" sign by individuals from all states who have traveled on Iowa's primary highways and who must obey the no passing zone restrictions and be warned by this sign of the presence of the zones. The "No Passing Zone" sign was formulated and approved by the Governor's Safety Committee a short time prior to the experimental erection of the signs. The Governor's Safety Committee adopted this sign as they felt that such a sign should be distinctive (not similar to any other type of sign) and easily visible to a driver attempting a passing maneuver.

Impacts de l'écoulement souterrain sur la dégradation du pergélisol

Les changements climatiques mesurés dans le Nord-ouest canadien au cours du XXIe siècle entraînent une dégradation du pergélisol. Certaines des principales conséquences physiques sont la fonte de la glace interstitielle lors du dégel du pergélisol, l’affaissement du sol et la réorganisation des réseaux de drainage. L’effet est particulièrement marqué pour les routes bâties sur le pergélisol, où des dépressions et des fentes se créent de façon récurrente, rendant la conduite dangereuse. Des observations et mesures de terrain effectuées à Beaver Creek (Yukon) entre 2008 et 2011 ont démontré qu’un autre processus très peu étudié et quantifié dégradait le pergélisol de façon rapide, soit la chaleur transmise au pergélisol par l’écoulement souterrain. Suite aux mesures de terrain effectuées (relevé topographique, étude géotechnique du sol, détermination de la hauteur de la nappe phréatique et des chenaux d’écoulement préférentiels, température de l’eau et du sol, profondeur du pergélisol et de la couche active), des modèles de transfert de chaleur par conduction et par advection ont été produits. Les résultats démontrent que l’écoulement souterrain dans la couche active et les zones de talik contribue à la détérioration du pergélisol via différents processus de transfert de chaleur conducto-convectifs. L’écoulement souterrain devrait être pris en considération dans tous les modèles et scénarios de dégradation du pergélisol. Avec une bonne caractérisation de l’environnement, le modèle de transfert de chaleur élaboré au cours de la présente recherche est applicable dans d’autres zones de pergélisol discontinu.

Urban microclimate and renewable energy use in cities

This paper presents an experimental measurement campaign of urban microclimate for a building complex located in London, the United Kingdom. The experiment was carried out between 19 July and 16 August, 2010 at the Elephant & Castle site. The wind and solar energy distributions within the London urban experimental site were assessed in detail for their potential use in areas of high-rise urban building complexes. The climatic variables were measured at every five minutes for the air temperature, the wind speed and direction, the air humidity and the global solar radiation for a period of four weeks. The surface temperatures were also measured on the asphalt road, pavement and building walls at every hour for the first week of the campaign period. The effect of the building complex on the urban microclimate has been analyzed in terms of the solar radiation, the air temperature and velocity. The information and observation obtained from this campaign will be useful to the analysis of renewable energy implementations in dense urban situations.

Modeling geometric rules in object based models:an XML / GML approach

Most object-based approaches to Geographical Information Systems (GIS) have concentrated on the representation of geometric properties of objects in terms of fixed geometry. In our road traffic marking application domain we have a requirement to represent the static locations of the road markings but also enforce the associated regulations, which are typically geometric in nature. For example a give way line of a pedestrian crossing in the UK must be within 1100-3000 mm of the edge of the crossing pattern. In previous studies of the application of spatial rules (often called 'business logic') in GIS emphasis has been placed on the representation of topological constraints and data integrity checks. There is very little GIS literature that describes models for geometric rules, although there are some examples in the Computer Aided Design (CAD) literature. This paper introduces some of the ideas from so called variational CAD models to the GIS application domain, and extends these using a Geography Markup Language (GML) based representation. In our application we have an additional requirement; the geometric rules are often changed and vary from country to country so should be represented in a flexible manner. In this paper we describe an elegant solution to the representation of geometric rules, such as requiring lines to be offset from other objects. The method uses a feature-property model embraced in GML 3.1 and extends the possible relationships in feature collections to permit the application of parameterized geometric constraints to sub features. We show the parametric rule model we have developed and discuss the advantage of using simple parametric expressions in the rule base. We discuss the possibilities and limitations of our approach and relate our data model to GML 3.1. © 2006 Springer-Verlag Berlin Heidelberg.

Reformed county government structure and service delivery performance: An integrated study of Florida counties

The most fundamental and challenging function of government is the effective and efficient delivery of services to local taxpayers and businesses. Counties, once known as the “dark continent” of American government, have recently become a major player in the provision of services. Population growth and suburbanization have increased service demands while the counties' role as service provider to incorporated residents has also expanded due to additional federal and state mandates. County governments are under unprecedented pressure and scrutiny to meet citizens' and elected officials' demands for high quality, and equitable delivery of services at the lowest possible cost while contending with anti-tax sentiments, greatly decreased state and federal support, and exceptionally costly and complex health and public safety problems. ^ This study tested the reform government theory proposition that reformed structures of county government positively correlate with efficient service delivery. A county government reformed index was developed for this dissertation comprised of form of government, home-rule status, method of election, number of government jurisdictions, and number of elected officials. The county government reform index and a measure of relative structural fragmentation were used to assess their impact on two measures of service output: mean county road pavement condition and county road maintenance expenditures. The study's multi-level design triangulated results from different data sources and methods of analysis. Data were collected from semi-structured interviews of county officials, secondary archival sources, and a survey of 544 elected and appointed officials from Florida's 67 counties. The results of the three sources of data converged in finding that reformed Florida counties are more likely than unreformed counties to provide better road service and to spend less on road expenditures. The same results were found for unfragmented Florida counties. Because both the county government reform index and the fragmentation variables were specified acknowledging the reform theory as well as elements from the public-choice model, the results help explain contradicting findings in the urban service research. ^ Therefore, as suggested by the corroborated findings of this dissertation, reformed as well as unfragmented counties are better providers of road maintenance service and do so in a less costly manner. These findings hold although the variables were specified to capture theoretical arguments from the consolidated as well as the public-choice theories suggesting a way to advance the debate from the consolidated-fragmented dichotomy of urban governance. ^