Statistical classification of road pavements using near field vehicle rolling noise measurements

Low noise surfaces have been increasingly considered as a viable and cost-effective alternative to acoustical barriers. However, road planners and administrators frequently lack information on the correlation between the type of road surface and the resulting noise emission profile. To address this problem, a method to identify and classify different types of road pavements was developed, whereby near field road noise is analyzed using statistical learning methods. The vehicle rolling sound signal near the tires and close to the road surface was acquired by two microphones in a special arrangement which implements the Close-Proximity method. A set of features, characterizing the properties of the road pavement, was extracted from the corresponding sound profiles. A feature selection method was used to automatically select those that are most relevant in predicting the type of pavement, while reducing the computational cost. A set of different types of road pavement segments were tested and the performance of the classifier was evaluated. Results of pavement classification performed during a road journey are presented on a map, together with geographical data. This procedure leads to a considerable improvement in the quality of road pavement noise data, thereby increasing the accuracy of road traffic noise prediction models.

A practical on roads, streets, and pavements

UANL

A study on the performance of flexible pavements on mature soil subgrades

The country has witnessed tremendous increase in the vehicle population and increased axle loading pattern during the last decade, leaving its road network overstressed and leading to premature failure. The type of deterioration present in the pavement should be considered for determining whether it has a functional or structural deficiency, so that appropriate overlay type and design can be developed. Structural failure arises from the conditions that adversely affect the load carrying capability of the pavement structure. Inadequate thickness, cracking, distortion and disintegration cause structural deficiency. Functional deficiency arises when the pavement does not provide a smooth riding surface and comfort to the user. This can be due to poor surface friction and texture, hydro planning and splash from wheel path, rutting and excess surface distortion such as potholes, corrugation, faulting, blow up, settlement, heaves etc. Functional condition determines the level of service provided by the facility to its users at a particular time and also the Vehicle Operating Costs (VOC), thus influencing the national economy. Prediction of the pavement deterioration is helpful to assess the remaining effective service life (RSL) of the pavement structure on the basis of reduction in performance levels, and apply various alternative designs and rehabilitation strategies with a long range funding requirement for pavement preservation. In addition, they can predict the impact of treatment on the condition of the sections. The infrastructure prediction models can thus be classified into four groups, namely primary response models, structural performance models, functional performance models and damage models. The factors affecting the deterioration of the roads are very complex in nature and vary from place to place. Hence there is need to have a thorough study of the deterioration mechanism under varied climatic zones and soil conditions before arriving at a definite strategy of road improvement. Realizing the need for a detailed study involving all types of roads in the state with varying traffic and soil conditions, the present study has been attempted. This study attempts to identify the parameters that affect the performance of roads and to develop performance models suitable to Kerala conditions. A critical review of the various factors that contribute to the pavement performance has been presented based on the data collected from selected road stretches and also from five corporations of Kerala. These roads represent the urban conditions as well as National Highways, State Highways and Major District Roads in the sub urban and rural conditions. This research work is a pursuit towards a study of the road condition of Kerala with respect to varying soil, traffic and climatic conditions, periodic performance evaluation of selected roads of representative types and development of distress prediction models for roads of Kerala. In order to achieve this aim, the study is focused into 2 parts. The first part deals with the study of the pavement condition and subgrade soil properties of urban roads distributed in 5 Corporations of Kerala; namely Thiruvananthapuram, Kollam, Kochi, Thrissur and Kozhikode. From selected 44 roads, 68 homogeneous sections were studied. The data collected on the functional and structural condition of the surface include pavement distress in terms of cracks, potholes, rutting, raveling and pothole patching. The structural strength of the pavement was measured as rebound deflection using Benkelman Beam deflection studies. In order to collect the details of the pavement layers and find out the subgrade soil properties, trial pits were dug and the in-situ field density was found using the Sand Replacement Method. Laboratory investigations were carried out to find out the subgrade soil properties, soil classification, Atterberg limits, Optimum Moisture Content, Field Moisture Content and 4 days soaked CBR. The relative compaction in the field was also determined. The traffic details were also collected by conducting traffic volume count survey and axle load survey. From the data thus collected, the strength of the pavement was calculated which is a function of the layer coefficient and thickness and is represented as Structural Number (SN). This was further related to the CBR value of the soil and the Modified Structural Number (MSN) was found out. The condition of the pavement was represented in terms of the Pavement Condition Index (PCI) which is a function of the distress of the surface at the time of the investigation and calculated in the present study using deduct value method developed by U S Army Corps of Engineers. The influence of subgrade soil type and pavement condition on the relationship between MSN and rebound deflection was studied using appropriate plots for predominant types of soil and for classified value of Pavement Condition Index. The relationship will be helpful for practicing engineers to design the overlay thickness required for the pavement, without conducting the BBD test. Regression analysis using SPSS was done with various trials to find out the best fit relationship between the rebound deflection and CBR, and other soil properties for Gravel, Sand, Silt & Clay fractions. The second part of the study deals with periodic performance evaluation of selected road stretches representing National Highway (NH), State Highway (SH) and Major District Road (MDR), located in different geographical conditions and with varying traffic. 8 road sections divided into 15 homogeneous sections were selected for the study and 6 sets of continuous periodic data were collected. The periodic data collected include the functional and structural condition in terms of distress (pothole, pothole patch, cracks, rutting and raveling), skid resistance using a portable skid resistance pendulum, surface unevenness using Bump Integrator, texture depth using sand patch method and rebound deflection using Benkelman Beam. Baseline data of the study stretches were collected as one time data. Pavement history was obtained as secondary data. Pavement drainage characteristics were collected in terms of camber or cross slope using camber board (slope meter) for the carriage way and shoulders, availability of longitudinal side drain, presence of valley, terrain condition, soil moisture content, water table data, High Flood Level, rainfall data, land use and cross slope of the adjoining land. These data were used for finding out the drainage condition of the study stretches. Traffic studies were conducted, including classified volume count and axle load studies. From the field data thus collected, the progression of each parameter was plotted for all the study roads; and validated for their accuracy. Structural Number (SN) and Modified Structural Number (MSN) were calculated for the study stretches. Progression of the deflection, distress, unevenness, skid resistance and macro texture of the study roads were evaluated. Since the deterioration of the pavement is a complex phenomena contributed by all the above factors, pavement deterioration models were developed as non linear regression models, using SPSS with the periodic data collected for all the above road stretches. General models were developed for cracking progression, raveling progression, pothole progression and roughness progression using SPSS. A model for construction quality was also developed. Calibration of HDM–4 pavement deterioration models for local conditions was done using the data for Cracking, Raveling, Pothole and Roughness. Validation was done using the data collected in 2013. The application of HDM-4 to compare different maintenance and rehabilitation options were studied considering the deterioration parameters like cracking, pothole and raveling. The alternatives considered for analysis were base alternative with crack sealing and patching, overlay with 40 mm BC using ordinary bitumen, overlay with 40 mm BC using Natural Rubber Modified Bitumen and an overlay of Ultra Thin White Topping. Economic analysis of these options was done considering the Life Cycle Cost (LCC). The average speed that can be obtained by applying these options were also compared. The results were in favour of Ultra Thin White Topping over flexible pavements. Hence, Design Charts were also plotted for estimation of maximum wheel load stresses for different slab thickness under different soil conditions. The design charts showed the maximum stress for a particular slab thickness and different soil conditions incorporating different k values. These charts can be handy for a design engineer. Fuzzy rule based models developed for site specific conditions were compared with regression models developed using SPSS. The Riding Comfort Index (RCI) was calculated and correlated with unevenness to develop a relationship. Relationships were developed between Skid Number and Macro Texture of the pavement. The effort made through this research work will be helpful to highway engineers in understanding the behaviour of flexible pavements in Kerala conditions and for arriving at suitable maintenance and rehabilitation strategies. Key Words: Flexible Pavements – Performance Evaluation – Urban Roads – NH – SH and other roads – Performance Models – Deflection – Riding Comfort Index – Skid Resistance – Texture Depth – Unevenness – Ultra Thin White Topping

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.

Anisotropic wetting characteristics on submicrometer-scale periodic grooved surface

Submicrometer-scale periodic structures consisting of parallel grooves were prepared on azobenzene-containing multiarm star polymer films by laser interference. The wetting characteristics on the patterned surfaces were studied by contact angle measurements. Macroscopic distortion of water drops was found on such small-scale surface structures, and the contact angles measured from the direction parallel to the grooves were larger than those measured from the perpendicular direction. A thermodynamic model was developed to calculate the change in the surface free energy as a function of the instantaneous contact angle when the three-phase contact line (TPCL) moves along the two orthogonal directions. It was found that the fluctuations, i.e., energy barriers, on the energy versus contact angle curves are crucial to the analysis of wetting anisotropy and contact angle hysteresis. The calculated advancing and receding contact angles from the energy versus contact angle curves were in good agreement with those measured experimentally. Furthermore, with the groove depth increasing, both the degree of wetting anisotropy and the contact angle hysteresis perpendicular to the grooves increased as a result of the increase in the energy barrier. The theoretical critical value of the groove depth, above which the anisotropic wetting appears, was determined to be 16 nm for the grooved surface with a wavelength of 396 nm. On the other hand, the effect of the groove wavelength on the contact angle hysteresis perpendicular to the grooves was also interpreted on the basis of the thermodynamic model. That is, with the wavelength decreasing, the contact angle hysteresis increased due to the increase in the number of energy barriers. These results may provide theoretical evidence for the design and application of anisotropic wetting surface.

In situ stabilisation of pavements using cementitious binders

An extensive study was made of the physical properties of a range of cementitiously stabilised materials to determine their suitability for use in in situ pavement construction. This process for recycling existing pavements has considerable environmental and cost benefits. Pavement models incorporating these materials were analysed to determine their structural behaviour.

Pavements and pathways

A one-day interdisciplinary collaborative performance event exploring Mobility and the city. A Deakin-Monash collaboration in which project participants will engage in the interactive remapping of the City in a creative place-making event.

Comparison of the n-Alkanes and Polycyclic Aromatic Hydrocarbons Concentrations in the Atmosphere during the Preparation of Warm and Hot Mixtures Asphalt for Pavements

Asphalt binder is used in the production of hot mixes asphalt (HMA) for paving and, due to the high temperatures used, generates fumes thatcontainn-alkanes and polycyclic aromatic hydrocarbons (PAH). Asphalt mixes prepared at lower temperatures, such as warm mixes asphalt (WMA), may contribute to reduce the emissions of those compounds and save energy. This paper investigatesn-alkanes and PAH in the total suspended particles during the preparation of WMA, in comparison with HMA, in laboratory. The results showed that the n-alkanes of the WMA and HMA presented C-max at n-C-26 and n-C-28, respectively; also, the total content of n-alkanes was higher for the HMA than forthe WMA. Besides, benzo[b]fluoranthene and benzo[a]anthracene were the major PAH in the WMA, while the higher temperatures of the HMA were observed to volatilize all larger PAH, demonstrating higher potential of inhalation exposure.

Comparison of the n-alkanes and polycyclic aromatic hydrocarbons concentrations in the atmosphere during the preparation of warm and hot mixtures asphalt for pavements

O asfalto é utilizado na produção de misturas asfálticas a quente (HMA) para a pavimentação e, devido às altas temperaturas empregadas, gera fumos que contêm n-alcanos e hidrocarbonetos policíclicos aromáticos (HPAs). As misturas asfálticas preparadas em temperaturas mais baixas, como as misturas asfálticas mornas (WMA), podem contribuir na redução das emissões daqueles compostos e economizar energia. Este trabalho investiga os n-alcanos e os HPAs nas partículas totais em suspensão durante a preparação de uma WMA, em comparação com uma HMA, em laboratório. Os resultados mostraram que os n-alcanos da WMA e da HMA apresentaram Cmáx no n-C26 e n-C28, respectivamente, e o teor de n-alcanos total foi maior na HMA do que na WMA. Ademais, verificou-se que o benzo[b]fluoranteno e benzo[a]antraceno constituíam os maiores HPAs na WMA, enquanto as temperaturas mais altas da HMA volatilizaram todos seus grandes HPAs, demonstrando maior potencial de exposição por inalação.

Performance evaluation of asphalt pavements using the Incremental-Recursive procedure of the Mechanistic-Empirical design software CalME

Il concetto di “sostenibilità” si riferisce allo sviluppo dei sistemi umani attraverso il più piccolo impatto possibile sul sistema ambientale. Le opere che si inseriscono bene nel contesto ambientale circostante e le pratiche che rispettano le risorse in maniera tale da permettere una crescita e uno sviluppo a lungo termine senza impattare sull’ambiente sono indispensabili in una società moderna. I progressi passati, presenti e futuri che hanno reso i conglomerati bituminosi materiali sostenibili dal punto di vista ambientale sono particolarmente importanti data la grande quantità di conglomerato usato annualmente in Europa e negli Stati Uniti. I produttori di bitume e di conglomerato bituminoso stanno sviluppando tecniche innovative per ridurre l’impatto ambientale senza compromettere le prestazioni meccaniche finali. Un conglomerato bituminoso ad “alta lavorabilità” (WMA), pur sviluppando le stesse caratteristiche meccaniche, richiede un temperatura di produzione minore rispetto a quella di un tradizionale conglomerato bituminoso a caldo (HMA). L’abbassamento della temperature di produzione riduce le emissioni nocive. Questo migliora le condizioni dei lavoratori ed è orientato verso uno sviluppo sostenibile. L’obbiettivo principale di questa tesi di laurea è quello di dimostrare il duplice valore sia dal punto di vista dell’eco-compatibilità sia dal punto di vista meccanico di questi conglomerati bituminosi ad “alta lavorabilità”. In particolare in questa tesi di laurea è stato studiato uno SMA ad “alta lavorabilità” (PGGWMA). L’uso di materiali a basso impatto ambientale è la prima fase verso un progetto ecocompatibile ma non può che essere il punto di partenza. L’approccio ecocompatibile deve essere esteso anche ai metodi di progetto e alla caratterizzazione di laboratorio dei materiali perché solo in questo modo è possibile ricavare le massime potenzialità dai materiali usati. Un’appropriata caratterizzazione del conglomerato bituminoso è fondamentale e necessaria per una realistica previsione delle performance di una pavimentazione stradale. La caratterizzazione volumetrica (Mix Design) e meccanica (Deformazioni Permanenti e Comportamento a fatica) di un conglomerato bituminoso è una fase importante. Inoltre, al fine di utilizzare correttamente i materiali, un metodo di progetto avanzato ed efficiente, come quello rappresentato da un approccio Empirico-Meccanicistico (ME), deve essere utilizzato. Una procedura di progetto Empirico-Meccanicistica consiste di un modello strutturale capace di prevedere gli stati di tensione e deformazione all’interno della pavimentazione sotto l’azione del traffico e in funzione delle condizioni atmosferiche e di modelli empirici, calibrati sul comportamento dei materiali, che collegano la risposta strutturale alle performance della pavimentazione. Nel 1996 in California, per poter effettivamente sfruttare i benefici dei continui progressi nel campo delle pavimentazioni stradali, fu iniziato un estensivo progetto di ricerca mirato allo sviluppo dei metodi di progetto Empirico - Meccanicistici per le pavimentazioni stradali. Il risultato finale fu la prima versione del software CalME che fornisce all’utente tre approcci diversi di l’analisi e progetto: un approccio Empirico, uno Empirico - Meccanicistico classico e un approccio Empirico - Meccanicistico Incrementale - Ricorsivo. Questo tesi di laurea si concentra sulla procedura Incrementale - Ricorsiva del software CalME, basata su modelli di danno per quanto riguarda la fatica e l’accumulo di deformazioni di taglio dai quali dipendono rispettivamente la fessurazione superficiale e le deformazioni permanenti nella pavimentazione. Tale procedura funziona per incrementi temporali successivi e, usando i risultati di ogni incremento temporale, ricorsivamente, come input dell’incremento temporale successivo, prevede le condizioni di una pavimentazione stradale per quanto riguarda il modulo complesso dei diversi strati, le fessurazioni superficiali dovute alla fatica, le deformazioni permanenti e la rugosità superficiale. Al fine di verificare le propreità meccaniche del PGGWMA e le reciproche relazioni in termini di danno a fatica e deformazioni permanenti tra strato superficiale e struttura della pavimentazione per fissate condizioni ambientali e di traffico, è stata usata la procedura Incrementale – Ricorsiva del software CalME. Il conglomerato bituminoso studiato (PGGWMA) è stato usato in una pavimentazione stradale come strato superficiale di 60 mm di spessore. Le performance della pavimentazione sono state confrontate a quelle della stessa pavimentazione in cui altri tipi di conglomerato bituminoso sono stati usati come strato superficiale. I tre tipi di conglomerato bituminoso usati come termini di paragone sono stati: un conglomerato bituminoso ad “alta lavorabilità” con granulometria “chiusa” non modificato (DGWMA), un conglomerato bituminoso modificato con polverino di gomma con granulometria “aperta” (GGRAC) e un conglomerato bituminoso non modificato con granulometria “chiusa” (DGAC). Nel Capitolo I è stato introdotto il problema del progetto ecocompatibile delle pavimentazioni stradali. I materiali a basso impatto ambientale come i conglomerati bituminosi ad “alta lavorabilità” e i conglomerati bituminosi modificati con polverino di gomma sono stati descritti in dettaglio. Inoltre è stata discussa l’importanza della caratterizzazione di laboratorio dei materiali e il valore di un metodo razionale di progetto delle pavimentazioni stradali. Nel Capitolo II sono stati descritti i diversi approcci progettuali utilizzabili con il CalME e in particolare è stata spiegata la procedura Incrementale – Ricorsiva. Nel Capitolo III sono state studiate le proprietà volumetriche e meccaniche del PGGWMA. Test di Fatica e di Deformazioni Permanenti, eseguiti rispettivamente con la macchina a fatica per flessione su quattro punti e il Simple Shear Test device (macchina di taglio semplice), sono stati effettuati su provini di conglomerato bituminoso e i risultati dei test sono stati riassunti. Attraverso questi dati di laboratorio, i parametri dei modelli della Master Curve, del danno a fatica e dell’accumulo di deformazioni di taglio usati nella procedura Incrementale – Ricorsiva del CalME sono stati valutati. Infine, nel Capitolo IV, sono stati presentati i risultati delle simulazioni di pavimentazioni stradali con diversi strati superficiali. Per ogni pavimentazione sono stati analizzati la fessurazione superficiale complessiva, le deformazioni permanenti complessive, il danno a fatica e la profondità delle deformazioni in ognuno degli stati legati.

Is a grooved collar implant design superior to a machined design regarding bone level alteration? An observational pilot study.

OBJECTIVE This retrospective observational pilot study examined differences in peri-implant bone level changes (ΔIBL) between two similar implant types differing only in the surface texture of the neck. The hypothesis tested was that ΔIBL would be greater with machined-neck implants than with groovedneck implants. METHOD AND MATERIALS 40 patients were enrolled; n = 20 implants with machined (group 1) and n = 20 implants with a rough, grooved neck (group 2), all placed in the posterior mandible. Radiographs were obtained after loading (at 3 to 9 months) and at 12 to 18 months after implant insertion. Case number calculation with respect to ΔIBL was conducted. Groups were compared using a Brunner-Langer model, the Mann-Whitney test, the Wilcoxon signed rank test, and linear model analysis. RESULTS After the 12- to 18-month observation period, mean ΔIBL was -1.11 ± 0.92 mm in group 1 and -1.25 ± 1.23 mm in group 2. ΔIBL depended significantly on time (P < .001), but not on group. In both groups, mean marginal ΔIBL was significantly less than -1.5 mm. Only insertion depth had a significant influence on the amount of periimplant bone loss (P = .013). Case number estimate testing for a difference between group 1 and 2 with a power of 90% revealed a sample size per group of 1,032 subjects. CONCLUSION ΔIBL values indicated that both implant designs fulfilled implant success criteria, and the modification of implant neck texture had no significant influence on ΔIBL.

Reduction of front-metallization grid shading in concentrator cells through laser micro-grooved cover glass

Concentrator solar cell front-grid metallizations are designed so that the trade-off between series resistance and shading factor (SF) is optimized for a particular irradiance. High concentrator photovoltaics (CPV) typically requires a metallic electrode pattern that covers up to 10% of the cell surface. The shading effect produced by this front electrode results in a significant reduction in short-circuit current (I SC) and hence, in a significant efficiency loss. In this work we present a cover glass (originally meant to protect the cell surface) that is laser-grooved with a micrometric pattern that redirects the incident solar light towards interfinger regions and away from the metallic electrodes, where they would be wasted in terms of photovoltaic generation. Quantum efficiency (QE) and current (I)-voltage (V) characterization under concentration validate the proof-of-concept, showing great potential for CPV applications

Development of a methodology for posting load limits on load-zoned pavements: interim report.

Texas Department of Transportation, Austin

Design and construction of continously reinforced concrete airport pavements : final report /

Final report; August 1977.

Short-term guidelines to improve crumb rubber modified asphalt concrete pavements. Final report.

Texas Department of Transportation, Austin