In order to make a scientific pavement maintenance decision, a grey-theory-based prediction methodological framework is proposed to predict pavement performance. Based on the field pavement rutting data,analysis of va...In order to make a scientific pavement maintenance decision, a grey-theory-based prediction methodological framework is proposed to predict pavement performance. Based on the field pavement rutting data,analysis of variance （ANOVA）was first used to study the influence of different factors on pavement rutting. Cluster analysis was then employed to investigate the rutting development trend.Based on the clustering results,the grey theory was applied to build pavement rutting models for each cluster, which can effectively reduce the complexity of the predictive model.The results show that axial load and asphalt binder type play important roles in rutting development.The prediction model is capable of capturing the uncertainty in the pavement performance prediction process and can meet the requirements of highway pavement maintenance,and,therefore,has a wide application prospects.展开更多
The permanent deformation (rutting) of pavement is a major distress in flexible pavement. It is related to vehicles properties and/or pavement materials and conditions. This article presents an extensive experimental ...The permanent deformation (rutting) of pavement is a major distress in flexible pavement. It is related to vehicles properties and/or pavement materials and conditions. This article presents an extensive experimental investigation in order to compare between the aggregate gradation according to Superpave and Marshall methods of asphalt concrete mix design on pavement rutting and to examine the sensitivity of rutting resistance to aggregate gradation. A wheel truck machine has been used for measurement of pavement rutting (permanent deformation). The tests were carried out at two controlled different air temperature 55℃ and 25℃. The results obtained showed that the adopting of aggregate gradation procedure of Superpave method of pavement mix design for Marshall method of asphalt concrete mix design can reduce the pavement rutting by about 50%. This achievement may be related to missing of three sieves in aggregate gradation procedure of Marshall method which controls rounded and finer aggregate particles. These sieves provide more continuity for aggregate gradation to ensure filling unnecessary gaps and produce more contact points between the aggregates in Hot Mix Asphalt (HMA). The outputs of the research support modifying Marshall method of asphalt concrete mix design by adopting aggregate gradation proposed in Superpave method. The results of study also showed that the coarser aggregate provided more resistance to pavement rutting.展开更多
In cold regions like Alaska of USA,Canada and the northern parts of Europe,using studded tyres is common among the public when driving in icy and snowy conditions.However,studded tyres cause extensive wear to asphalt ...In cold regions like Alaska of USA,Canada and the northern parts of Europe,using studded tyres is common among the public when driving in icy and snowy conditions.However,studded tyres cause extensive wear to asphalt pavement,reducing pavement life.This study addresses the physical and economic impacts of winter studded tyres on the roadway system to better inform decision makers as they develop alternative solutions and future polices.The approach is applied in a case study from a sample of Alaska statewide road segments.Surveys were employed to examine the extent of the use of studded tyres and cost-effective alternatives.A pavement life-cycle cost review was established considering several variables to discover a realistic cost of roadway resurfacing and rehabilitation.Wear rates due to studded tyres and rut rates due to wheel loads were found for different highway classes.The results indicate higher average wear rates due to studded passenger vehicles on freeways than average rut rates due to heavy wheel loads.The results also indicate lower average wear rates on arterial and collector roads.The estimates show that studded tyre use reduced asphalt surface life by about 7 years on the selected freeway sample in the case study,which is about 47%loss in pavement life based on the initial design life of 15 years.Other road classes experienced lower reductions in service life.Finally,cost analysis was provided to reflect the impact of studded tyres on the state’s budget.Countermeasures were suggested,which in turn may help other cold regions develop strategies on the use of new winter tyre technology.展开更多
Rutting is one of the dominant pavement distresses, hence, the accuracy of rut depth measurements can have a substantial impact on the maintenance and rehabilitation （M 8： R） strategies and funding allocation. Diff...Rutting is one of the dominant pavement distresses, hence, the accuracy of rut depth measurements can have a substantial impact on the maintenance and rehabilitation （M 8： R） strategies and funding allocation. Different computation algorithms such as straight- edge method and wire line method, which are based on the same raw data, may lead to rut depth estimation which are not always consistent. Therefore, there is an urgent need to assess the impact of algorithm types on the accuracy of rut depth computation. In this paper, a 1B-point-based laser sensor detection technology, commonly accepted in China for rut depth measurements, was used to obtain a database of 85,000 field transverse profiles having three representative rutting shapes with small, medium and high severity rut levels. Based on the reconstruction of real transverse profiles, the consequences from two different algorithms were compared. Results showed that there is a combined effect of rut depth and profile shape on the rut depth computation accuracy. As expected, the dif- ference between the results obtained with the two computation methods increases with deeper rutting sections： when the distress is above 15 mm （severe level）, the average dif- ference between the two computation methods is above 1.5 mm, normally, the wire line method provides larger results. The computation suggests that the rutting shapes have a minimal influence on the results. An in-depth analysis showed that the upheaval outside of the wheel path is a dominant shape factor which results in higher computation differences.展开更多
基金The Major Scientific and Technological Special Project of Jiangsu Provincial Communications Department(No.2011Y/02-G1)
文摘In order to make a scientific pavement maintenance decision, a grey-theory-based prediction methodological framework is proposed to predict pavement performance. Based on the field pavement rutting data,analysis of variance （ANOVA）was first used to study the influence of different factors on pavement rutting. Cluster analysis was then employed to investigate the rutting development trend.Based on the clustering results,the grey theory was applied to build pavement rutting models for each cluster, which can effectively reduce the complexity of the predictive model.The results show that axial load and asphalt binder type play important roles in rutting development.The prediction model is capable of capturing the uncertainty in the pavement performance prediction process and can meet the requirements of highway pavement maintenance,and,therefore,has a wide application prospects.
文摘The permanent deformation (rutting) of pavement is a major distress in flexible pavement. It is related to vehicles properties and/or pavement materials and conditions. This article presents an extensive experimental investigation in order to compare between the aggregate gradation according to Superpave and Marshall methods of asphalt concrete mix design on pavement rutting and to examine the sensitivity of rutting resistance to aggregate gradation. A wheel truck machine has been used for measurement of pavement rutting (permanent deformation). The tests were carried out at two controlled different air temperature 55℃ and 25℃. The results obtained showed that the adopting of aggregate gradation procedure of Superpave method of pavement mix design for Marshall method of asphalt concrete mix design can reduce the pavement rutting by about 50%. This achievement may be related to missing of three sieves in aggregate gradation procedure of Marshall method which controls rounded and finer aggregate particles. These sieves provide more continuity for aggregate gradation to ensure filling unnecessary gaps and produce more contact points between the aggregates in Hot Mix Asphalt (HMA). The outputs of the research support modifying Marshall method of asphalt concrete mix design by adopting aggregate gradation proposed in Superpave method. The results of study also showed that the coarser aggregate provided more resistance to pavement rutting.
基金support and the sponsor of this research from the Alaska Department of Transportation and Public Facilities (DOT&PF)with funds from the FHWA under project number FHWA-AK-RD-4000 (132),Z630680000.
文摘In cold regions like Alaska of USA,Canada and the northern parts of Europe,using studded tyres is common among the public when driving in icy and snowy conditions.However,studded tyres cause extensive wear to asphalt pavement,reducing pavement life.This study addresses the physical and economic impacts of winter studded tyres on the roadway system to better inform decision makers as they develop alternative solutions and future polices.The approach is applied in a case study from a sample of Alaska statewide road segments.Surveys were employed to examine the extent of the use of studded tyres and cost-effective alternatives.A pavement life-cycle cost review was established considering several variables to discover a realistic cost of roadway resurfacing and rehabilitation.Wear rates due to studded tyres and rut rates due to wheel loads were found for different highway classes.The results indicate higher average wear rates due to studded passenger vehicles on freeways than average rut rates due to heavy wheel loads.The results also indicate lower average wear rates on arterial and collector roads.The estimates show that studded tyre use reduced asphalt surface life by about 7 years on the selected freeway sample in the case study,which is about 47%loss in pavement life based on the initial design life of 15 years.Other road classes experienced lower reductions in service life.Finally,cost analysis was provided to reflect the impact of studded tyres on the state’s budget.Countermeasures were suggested,which in turn may help other cold regions develop strategies on the use of new winter tyre technology.
基金sponsored by China Postdoctoral Science Foundation(2014M562287)National Natural Science Foundation of China(51508034,51408083,51508064)
文摘Rutting is one of the dominant pavement distresses, hence, the accuracy of rut depth measurements can have a substantial impact on the maintenance and rehabilitation （M 8： R） strategies and funding allocation. Different computation algorithms such as straight- edge method and wire line method, which are based on the same raw data, may lead to rut depth estimation which are not always consistent. Therefore, there is an urgent need to assess the impact of algorithm types on the accuracy of rut depth computation. In this paper, a 1B-point-based laser sensor detection technology, commonly accepted in China for rut depth measurements, was used to obtain a database of 85,000 field transverse profiles having three representative rutting shapes with small, medium and high severity rut levels. Based on the reconstruction of real transverse profiles, the consequences from two different algorithms were compared. Results showed that there is a combined effect of rut depth and profile shape on the rut depth computation accuracy. As expected, the dif- ference between the results obtained with the two computation methods increases with deeper rutting sections： when the distress is above 15 mm （severe level）, the average dif- ference between the two computation methods is above 1.5 mm, normally, the wire line method provides larger results. The computation suggests that the rutting shapes have a minimal influence on the results. An in-depth analysis showed that the upheaval outside of the wheel path is a dominant shape factor which results in higher computation differences.
