Identification of Laboratory Techniques to Optimize Superpave HMA Surface Friction Characteristics, TR-450, 2010

Wet pavement friction is known to be one of the most important roadway safety parameters. In this research, frictional properties of flexible (asphalt) pavements were investigated. As a part of this study, a laboratory device to polish asphalt specimens was refined and a procedure to evaluate mixture frictional properties was proposed. Following this procedure, 46 different Superpave mixtures, one stone matrix asphalt (SMA) mixture and one porous friction course (PFC) mixture were tested. In addition, 23 different asphalt and two concrete field sections were also tested for friction and noise. The results of both field and laboratory measurements were used to develop an International Friction Index (IFI)-based protocol for measurement of the frictional characteristics of asphalt pavements for laboratory friction measurements. Based on the results of the study, it appears the content of high friction aggregate should be 20% or more of the total aggregate blend when used with other, polish susceptible coarse aggregates; the frictional properties increased substantially as the friction aggregate content increased above 20%. Both steel slag and quartzite were found to improve the frictional properties of the blend, though steel slag had a lower polishing rate. In general, mixes containing soft limestone demonstrated lower friction values than comparable mixes with hard limestone or dolomite. Larger nominal maximum aggregate size mixes had better overall frictional performance than smaller sized mixes. In addition, mixes with higher fineness moduli generally had higher macrotexture and friction.

Harmonization of braking regulations - report number 6: testing to address surface friction and vehicle braking efficiency comments to the SNPRM. Interim report.

Mode of access: Internet.

Characteristics of oscillation in surface layer and above over Cochin

The oscillations in the Atmospheric Boundary Layer (ABL) are important because the transport mechanism from the surface to the upper atmosphere is governed by the ABL characteristics. The study was carried out using wind and temperature data observed at surface, 925 hPa and 850 hPa levels over Cochin and the different frequencies embedded in the boundary layer parameters are identified by employing wavelet technique. Surface boundary layer characteristics over the monsoon region are closely linked to the upper layer monsoon features. In this perception it is important to study the various oscillations in the surface boundary layer and the layer above. It is found that the wind and temperature at different levels show oscillations in Quasi Biweekly Mode (QBM) and Intra Seasonal Oscillation (ISO) bands as observed in a typical monsoon system. Amplitude of the oscillation varies with height. The amplitude of the QBM periodicity is more in the surface levels but in the upper levels the amplitude of the ISO periodicity is more than that of the QBM. From this, it is obvious that the controlling mechanism of QBM band is surface parameters such as surface friction and that for ISO band is associated with the active-break cycles of monsoon system

Altimeter estimation of sea surface wind stress for light to moderate winds

Aircraft altimeter and in situ measurements are used to examine relationships between altimeter backscatter and the magnitude of near-surface wind and friction velocities. Comparison of altimeter radar cross section with wind speed is made through the modified Chelton-Wentz algorithm. Improved agreement is found after correcting 10-m winds for both surface current and atmospheric stability. An altimeter friction velocity algorithm is derived based on the wind speed model and an open-ocean drag coefficient. Close agreement between altimeter- and in situ-derived friction velocities is found. For this dataset, quality of the altimeter inversion to surface friction velocity is comparable to that for adjusted winds and clearly better than the inversion to true 10-m wind speed.

Field Testing of Abrasive Delivery Systems in Winter Maintenance, TR-458, 2009

The key goals in winter maintenance operations are preserving the safety and mobility of the traveling public. To do this, it is in general necessary to try to increase the friction of the road surface above the typical friction levels found on a snow or ice covered roadway. Because of prior work on the performance of abrasives (discussed in greater detail in chapter 2) a key concern when using abrasives has become how to ensure the greatest increase in pavement friction when using abrasives for the longest period of time. There are a number of ways in which the usage of abrasives can be optimized, and these methods are discussed and compared in this report. In addition, results of an Iowa DOT test of zero-velocity spreaders are presented. Additionally in this study the results of field studies conducted in Johnson County Iowa on the road surface friction of pavements treated with abrasive applications using different modes of delivery are presented. The experiments were not able to determine any significant difference in material placement performance between a standard delivery system and a chute based delivery system. The report makes a number of recommendations based upon the reviews and the experiments.

Analysis of Industrial Granular Flow Applications by Using Advanced Collision Models

Granular flow phenomena are frequently encountered in the design of process and industrial plants in the traditional fields of the chemical, nuclear and oil industries as well as in other activities such as food and materials handling. Multi-phase flow is one important branch of the granular flow. Granular materials have unusual kinds of behavior compared to normal materials, either solids or fluids. Although some of the characteristics are still not well-known yet, one thing is confirmed: the particle-particle interaction plays a key role in the dynamics of granular materials, especially for dense granular materials. At the beginning of this thesis, detailed illustration of developing two models for describing the interaction based on the results of finite-element simulation, dimension analysis and numerical simulation is presented. The first model is used to describing the normal collision of viscoelastic particles. Based on some existent models, more parameters are added to this model, which make the model predict the experimental results more accurately. The second model is used for oblique collision, which include the effects from tangential velocity, angular velocity and surface friction based on Coulomb's law. The theoretical predictions of this model are in agreement with those by finite-element simulation. I n the latter chapters of this thesis, the models are used to predict industrial granular flow and the agreement between the simulations and experiments also shows the validation of the new model. The first case presents the simulation of granular flow passing over a circular obstacle. The simulations successfully predict the existence of a parabolic steady layer and show how the characteristics of the particles, such as coefficients of restitution and surface friction affect the separation results. The second case is a spinning container filled with granular material. Employing the previous models, the simulation could also reproduce experimentally observed phenomena, such as a depression in the center of a high frequency rotation. The third application is about gas-solid mixed flow in a vertically vibrated device. Gas phase motion is added to coherence with the particle motion. The governing equations of the gas phase are solved by using the Large eddy simulation (LES) and particle motion is predicted by using the Lagrangian method. The simulation predicted some pattern formation reported by experiment.

Encodage des forces tactiles dans le cortex somatosensoriel primaire

Les deux fonctions principales de la main sont la manipulation d’objet et l’exploration tactile. La détection du glissement, rapportée par les mécanorécepteurs de la peau glabre, est essentielle pour l’exécution de ces deux fonctions. Durant la manipulation d’objet, la détection rapide du micro-glissement (incipient slip) amène la main à augmenter la force de pince pour éviter que l’objet ne tombe. À l’opposé, le glissement est un aspect essentiel à l’exploration tactile puisqu’il favorise une plus grande acuité tactile. Pour ces deux actions, les forces normale et tangentielle exercées sur la peau permettent de décrire le glissement mais également ce qui arrive juste avant qu’il y ait glissement. Toutefois, on ignore comment ces forces contrôlées par le sujet pourraient être encodées au niveau cortical. C’est pourquoi nous avons enregistré l’activité unitaire des neurones du cortex somatosensoriel primaire (S1) durant l’exécution de deux tâches haptiques chez les primates. Dans la première tâche, deux singes devaient saisir une pastille de métal fixe et y exercer des forces de cisaillement sans glissement dans une de quatre directions orthogonales. Des 144 neurones enregistrés, 111 (77%) étaient modulés à la direction de la force de cisaillement. L’ensemble de ces vecteurs préférés s’étendait dans toutes les directions avec un arc variant de 50° à 170°. Plus de 21 de ces neurones (19%) étaient également modulés à l’intensité de la force de cisaillement. Bien que 66 neurones (59%) montraient clairement une réponse à adaptation lente et 45 autres (41%) une réponse à adaptation rapide, cette classification ne semblait pas expliquer la modulation à l’intensité et à la direction de la force de cisaillement. Ces résultats montrent que les neurones de S1 encodent simultanément la direction et l’intensité des forces même en l’absence de glissement. Dans la seconde tâche, deux singes ont parcouru différentes surfaces avec le bout des doigts à la recherche d’une cible tactile, sans feedback visuel. Durant l’exploration, les singes, comme les humains, contrôlaient les forces et la vitesse de leurs doigts dans une plage de valeurs réduite. Les surfaces à haut coefficient de friction offraient une plus grande résistance tangentielle à la peau et amenaient les singes à alléger la force de contact, normale à la peau. Par conséquent, la somme scalaire des composantes normale et tangentielle demeurait constante entre les surfaces. Ces observations démontrent que les singes contrôlent les forces normale et tangentielle qu’ils appliquent durant l’exploration tactile. Celles-ci sont également ajustées selon les propriétés de surfaces telles que la texture et la friction. Des 230 neurones enregistrés durant la tâche d’exploration tactile, 96 (42%) ont montré une fréquence de décharge instantanée reliée aux forces exercées par les doigts sur la surface. De ces neurones, 52 (54%) étaient modulés avec la force normale ou la force tangentielle bien que l’autre composante orthogonale avait peu ou pas d’influence sur la fréquence de décharge. Une autre sous-population de 44 (46%) neurones répondait au ratio entre la force normale et la force tangentielle indépendamment de l’intensité. Plus précisément, 29 (30%) neurones augmentaient et 15 (16%) autres diminuaient leur fréquence de décharge en relation avec ce ratio. Par ailleurs, environ la moitié de tous les neurones (112) étaient significativement modulés à la direction de la force tangentielle. De ces neurones, 59 (53%) répondaient à la fois à la direction et à l’intensité des forces. L’exploration de trois ou quatre différentes surfaces a permis d’évaluer l’impact du coefficient de friction sur la modulation de 102 neurones de S1. En fait, 17 (17%) neurones ont montré une augmentation de leur fréquence de décharge avec l’augmentation du coefficient de friction alors que 8 (8%) autres ont montré le comportement inverse. Par contre, 37 (36%) neurones présentaient une décharge maximale sur une surface en particulier, sans relation linéaire avec le coefficient de friction des surfaces. La classification d’adaptation rapide ou lente des neurones de S1 n’a pu être mise en relation avec la modulation aux forces et à la friction. Ces résultats montrent que la fréquence de décharge des neurones de S1 encode l’intensité des forces normale et tangentielle, le ratio entre les deux composantes et la direction du mouvement. Ces résultats montrent que le comportement d’une importante sous-population des neurones de S1 est déterminé par les forces normale et tangentielle sur la peau. La modulation aux forces présentée ici fait le pont entre les travaux évaluant les propriétés de surfaces telles que la rugosité et les études touchant à la manipulation d’objets. Ce système de référence s’applique en présence ou en absence de glissement entre la peau et la surface. Nos résultats quant à la modulation des neurones à adaptation rapide ou lente nous amènent à suggérer que cette classification découle de la manière que la peau est stimulée. Nous discuterons aussi de la possibilité que l’activité des neurones de S1 puisse inclure une composante motrice durant ces tâches sensorimotrices. Finalement, un nouveau cadre de référence tridimensionnel sera proposé pour décrire et rassembler, dans un même continuum, les différentes modulations aux forces normale et tangentielle observées dans S1 durant l’exploration tactile.

Dynamic characteristics of Atmospheric boundary Layer during different phases of Monsoon

Atmospheric Boundary layer (ABL) is the layer just above the earth surface and is influenced by the surface forcing within a short period of an hour or less. In this thesis, characteristics of the boundary layer over ocean, coastal and inland areas of the atmosphere, especially over the monsoon regime are thoroughly studied. The study of the coastal zone is important due to its high vulnerability mainly due to sea breeze circulation and associated changes in the atmospheric boundary layer. The major scientific problems addressed in this thesis are diurnal and seasonal variation of coastal meteorological properties, the characteristic difference in the ABL during active and weak monsoons, features of ABL over marine environment and the variation of the boundary layer structure over an inland station. The thesis describes the various features in the ABL associated with the active and weak monsoons and, the surface boundary layer properties associated with the active and weak epochs. The study provides knowledge on MABL and can be used as the estimated values of boundary layer parameters over the marine atmosphere and to know the values and variabilities of the ABL parameters such as surface wind, surface friction, drag coefficient, wind stress and wind stress curl.

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

Characteristics of Langmuir Turbulence in the Ocean Mixed Layer

This study uses large-eddy simulation (LES) to investigate the characteristics of Langmuir turbulence through the turbulent kinetic energy (TKE) budget. Based on an analysis of the TKE budget a velocity scale for Langmuir turbulence is proposed. The velocity scale depends on both the friction velocity and the surface Stokes drift associated with the wave field. The scaling leads to unique profiles of nondimensional dissipation rate and velocity component variances when the Stokes drift of the wave field is sufficiently large compared to the surface friction velocity. The existence of such a scaling shows that Langmuir turbulence can be considered as a turbulence regime in its own right, rather than a modification of shear-driven turbulence. Comparisons are made between the LES results and observations, but the lack of information concerning the wave field means these are mainly restricted to comparing profile shapes. The shapes of the LES profiles are consistent with observed profiles. The dissipation length scale for Langmuir turbulence is found to be similar to the dissipation length scale in the shear-driven boundary layer. Beyond this it is not possible to test the proposed scaling directly using available data. Entrainment at the base of the mixed layer is shown to be significantly enhanced over that due to normal shear turbulence.

CISK or WISHE as the mechanism for tropical cyclone intensification

Examination of conditional instability of the second kind (CISK) and wind-induced surface heat exchange (WISHE), two proposed mechanisms for tropical cyclone and polar low intensification, suggests that the sensitivity of the intensification rate of these disturbances to surface properties, such as surface friction and moisture supply, will be different for the two mechanisms. These sensitivities were examined by perturbing the surface characteristics in a numerical model with explicit convection. The intensification rate was found to have a strong positive dependence on the heat and moisture transfer coefficients, while remaining largely insensitive to the frictional drag coefficient. CISK does not predict the observed dependence of vortex intensification rate on the heat and moisture transfer coefficients, nor the insensitivity to the frictional drag coefficient since it anticipates that intensification rate is controlled by frictional convergence in the boundary layer. Since neither conditional instability nor boundary moisture content showed any significant sensitivity to the transfer coefficients, this is true of CISK using both the convective closures of Ooyama and of Charney and Eliassen. In comparison, the WISHE intensification mechanism does predict the observed increase in intensification rate with heat and moisture transfer coefficients, while not anticipating a direct influence from surface friction.

Analysis of the eyes formed in simulated tropical cyclones and polar lows

The structure and size of the eyes generated in numerically simulated tropical cyclones and polar lows have been studied. A primitive-equation numerical model simulated systems in which the structures of the eyes formed were consistent with available observations. Whilst the tropical cyclone eyes generated were usually rapidly rotating, it appeared impossible for an eye formed in a system with a polar environment to develop this type of structure. The polar low eyes were found to be unable to warm through the subsidence of air with high values of potential temperature, as the environment was approximately statically neutral. Factors affecting the size of the eye were investigated through a series of controlled experiments. In mature tropical cyclone systems the size of the eye was insensitive to small changes in initial conditions, surface friction and latent and sensible heating from the ocean. In contrast, the eye size was strongly dependent on these parameters in the mature polar lows. Consistent with the findings, a mechanism is proposed in which the size of the eye in simulated polar lows is controlled by the strength of subsidence within it.

Strong Down-Valley Low-Level Jets over the Atacama Desert: Observational Characterization

The near-surface wind and temperature regime at three points in the Atacama Desert of northern Chile is described using two-year multi-level measurements from 80-m towers located in an altitude range between 2100 and 2700 m ASL. The data reveal the frequent development of strong nocturnal drainage flows at all sites. Down-valley nose-shaped wind speed profiles are observed with maximum values occurring at heights between 20 m and 60 m AGL. The flow intensity shows considerable inter-daily variability and a seasonal modulation of maximum speeds, which in the cold season can attain hourly average values larger than 20 m s−1. Turbulent mixing appears significant over the full tower layer, affecting the curvature of the nighttime temperature profile and possibly explaining the observed increase of surface temperatures in the down-valley direction. Nocturnal valley winds and temperatures are weakly controlled by upper-air conditions observed at the nearest aerological station. Estimates of terms in the momentum budget for the development and the quasi-stationary phases of the down-valley flows suggest that the pressure gradient force due to the near-surface cooling along the sloping valley axes plays an important role in these drainage flows. A scale for the jet nose height of equilibrium turbulent down-slope jets is proposed, based on surface friction velocity and surface inversion intensity. At one of the sites this scale explains about 70% of the case-to-case observed variance of jet nose heights. Further modeling and observational work is needed, however, in order to better define the dynamics, extent and turbulence structure of this flow system, which has significant wind-energy, climatic and environmental implications.

Ball Response and Traction of Skinned Infields Amended with Calcine Clay at Varying Soil Moisture Contents

The skinned portions of baseball and softball infields vary widely with respect to soil texture, applied amendments and conditioners, and water management. No studies have been reported that quantify the effects of these varying construction and maintenance practices on the playability of the skinned portions of infields. In Connecticut, USA, skinned infield plots were constructed from five different soils (silt loam, loam, coarse sandy loam, loamy sand, loamy coarse sand) and amended with four rates of calcined clay (0, 4.9, 9.8, 19.6 kg m–2) to determine the effects on surface hardness, traction, and ball-to-surface friction (static and dynamic) at varying soil moisture contents (10, 14, and 18%). Bulk density, saturated hydraulic conductivity, and shear strength of the different soil–calcined clay rate combinations were determined. Increasing the rate of calcined clay decreased bulk density and shear strengths, and increased saturated hydraulic conductivity. Surface hardness increased more with coarse-textured soils and increasing calcined clay rate, but decreased more with fine-textured soils and increasing soil moisture. Increasing the calcined clay rate resulted in decreases in ball-to-surface static friction across all soils and decreased dynamic friction with the fine-textured soils. Increases in soil moisture increased friction in all soils. The fine-textured soils had greater traction than the sandy soils, but no consistent calcined clay or moisture effects on traction were observed. Shear strength of the soils was highly correlated with traction and friction. The results suggest that differences in skinned infield soils are quantifiable, which could lead to the development of playing surface standards.

Investigation of tire-pavement interaction during maneuvering. Volume I - theory and results. Final report.

Federal Highway Administration, Washington, D.C.