Asphalt Permeability Testing in Virginia

2000 ◽  
Vol 1723 (1) ◽  
pp. 83-91 ◽  
Author(s):  
G.W. Maupin
Keyword(s):  
Future Development ◽  
Laboratory Tests ◽  
Large Percentage ◽  
Acceptable Level ◽  
Permeability Test ◽  
Department Of Transportation ◽  
Asphalt Mixes ◽  
Air Voids ◽  
Virginia Department ◽  
Made In

Because of high air voids, long-lasting damp spots on pavement surfaces, and problems that other states have had with permeable coarse Superpave mixes, the Virginia Department of Transportation (VDOT) decided to investigate the permeability of its Superpave mixes. As part of this study, VDOT also tested other asphalt mixes. Falling-head permeability tests were performed on pavement cores to determine the general permeability of the mixes. The permeability of some of the pavement cores was compared with the permeability of specimens made in the laboratory through the use of mixtures sampled during construction to determine whether laboratory specimens could be used to predict pavement permeability. The primary purpose of this investigation was to determine the general magnitude of permeability for mixes being used by VDOT, with an emphasis on Superpave mixes. A large percentage of the field cores contained excessive voids, resulting in excessive permeability. Each mix had a unique voids-permeability relationship. Mixes that were composed of large aggregates required fewer voids to achieve an acceptable level of permeability. In four of five cases, the results of laboratory tests were generally quite successful in indicating field permeability. The preliminary permeability testing demonstrates the importance of achieving low voids in the field and will help in the future development of density specifications and possibly in the establishment of permeability requirements. It is recommended that the permeability test continue to be used to help set such limits.

Effect of Speed, Flow, and Geometric Characteristics on Crash Frequency for Two-Lane Highways

2000 ◽  
Vol 1717 (1) ◽  
pp. 76-83 ◽  
Author(s):  
Nicholas J. Garber ◽  
Angela A. Ehrhart
Keyword(s):  
Department Of Transportation ◽  
Deterministic Models ◽  
Crash Frequency ◽  
Crash Rates ◽  
The Past ◽  
Speed Flow ◽  
Lane Width ◽  
The Mean ◽  
Virginia Department ◽  
Made In

Although during the past several years significant progress has been made in improving safety on U.S. highways, the frequency and severity of crashes continue to be of concern. A better understanding of the factors associated with crashes will facilitate the identification of suitable countermeasures that could further reduce the occurrence of crashes. Results are presented from a study that determines how the characteristics of speed, flow, and geometry affect the crash rates for two-lane highways. Deterministic models that relate the crash rate with the mean speed, standard deviation of speed, flow per lane, lane width, and shoulder width are presented. The multivariate ratio of polynomials method was used to develop the models. Research was limited to two-lane roadways in Virginia with speed limits of 89 km/h (55 mph). The data were obtained from speed-monitoring stations established by the Virginia Department of Transportation and from police accident reports from January 1993 to September 1995.

Up-flow roughing filtration: rehabilitation of a water treatment plant in Tarata, Bolivia

1998 ◽  
Vol 37 (9) ◽  
pp. 105-112 ◽  
Author(s):  
Ana María Ingallinella ◽  
Luis María Stecca ◽  
Martin Wegelin
Keyword(s):  
Water Treatment ◽  
Pilot Plant ◽  
Laboratory Tests ◽  
Treatment Plant ◽  
Water Treatment Plant ◽  
Horizontal Flow ◽  
Design Parameters ◽  
Sand Filters ◽  
Chemical Products ◽  
Made In

This paper presents the methodology used for the rehabilitation of the pretreatment stage in a water treatment plant for a village located in Bolivia which has 3500 inhabitants. The treatment plant was initially composed by horizontal-flow roughing filters and slow sand filters, but due to the high contents of colloidal turbidity of the providing source, it did not work properly. A plan of rehabilitation was made which comprised laboratory tests, pilot tests and proposal of modifications based on the results of previous stages. The laboratory tests were made in order to find the optimum conditions to coagulate the raw water. It was found that horizontal-flow roughing filters must be turned into up-flow roughing filters, so a pilot plant was built and was operated for three months in order to find suitable design parameters. The results obtained obtained during the operation of the pilot plant and the proposal of modifications are presented. The results of operation of the final plant, which are also reported, demonstrated the advantages of the up-flow roughing filtration as a pretreatment stage when it is necessary to add chemical products in small treatment plants.

Laboratory Investigation of Pavement Backfilling Materials for Micro-Trenching in Cold Regions

2018 ◽  
Vol 2672 (12) ◽  
pp. 62-71
Author(s):  
Leila Hashemian ◽  
Vinicius Afonso Velasco Rios ◽  
Alireza Bayat
Keyword(s):  
Laboratory Investigation ◽  
Dynamic Modulus ◽  
Laboratory Tests ◽  
Hot Mix Asphalt ◽  
Cement Grout ◽  
Host Material ◽  
High Quality ◽  
Cold Temperatures ◽  
Asphalt Mixes ◽  
Freeze Thaw

This study investigated the performance of different materials in a micro-trench composite backfilling design. Laboratory tests were conducted to evaluate the effect of cold temperatures and freeze/thaw cycles on a cement grout and seven preparatory cold asphalt mixes. To compare the performance of cold mix asphalt and epoxy grout with hot mix asphalt as the host material, rutting tests and dynamic modulus tests at different loading frequencies and temperatures were conducted. Finally, laboratory scale micro-trench samples were prepared using different backfilling materials and were loaded using a wheel tracker after freeze/thaw conditioning. The results showed that cement grout could effectively be used to secure the conduit inside the trench. It was also concluded that using high-quality cold mix asphalt, a compatible material with hot mix asphalt, could improve micro-trench durability compared with epoxy grout.

Non-Destructive Identification of Defects in Power Support Structure Foundations by Means of Acoustic Techniques

2014 ◽  
Vol 606 ◽  
pp. 95-98
Author(s):  
Lukasz Sadowski
Keyword(s):  
Construction Industry ◽  
Support Structure ◽  
Air Voids ◽  
Impact Echo ◽  
Acoustic Techniques ◽  
Location Depth ◽  
Concrete Elements ◽  
Non Destructive ◽  
Made In

Prefabricated power support structure foundations are made in prefabrication plants where concrete is laid in layers in moulds. The quality of the prefabricated units depends mainly on proper concrete mixture compaction, which is usually effected by means of immersion vibrators. It happens that when the vibrator is withdrawn too quickly, defects, in the form of, e.g., air voids and zones of insufficiently vibrated concrete, appear. Modern non-destructive acoustic techniques, which in recent years have been increasingly commonly used in the construction industry, are highly suitable for testing concrete elements, particularly prefabricated concrete units. The non-destructive impact-echo technique is particularly useful for determining defect location depth and for locating defective areas.

Bridge Substructure Repairs with Self-Consolidating Concrete and Galvanic Anodes

2018 ◽  
Vol 2672 (27) ◽  
pp. 56-64
Author(s):  
H. Celik Ozyildirim ◽  
Stephen R. Sharp
Keyword(s):  
Chloride Content ◽  
Visual Observation ◽  
Department Of Transportation ◽  
Corrosion Activity ◽  
Self Consolidating Concrete ◽  
Reinforced Concrete Bridge ◽  
Form Pressure ◽  
Virginia Department ◽  
Narrow Area ◽  
Chloride Contaminated

Historically, the Virginia Department of Transportation (VDOT) has repaired chloride-contaminated reinforced concrete bridge substructure elements that contain vertical and overhead sections with either shotcrete or a conventional A3 (3,000 psi) or A4 (4,000 psi) concrete. This study investigated using self-consolidating concrete (SCC), which has a high flow rate, bonds well, has low permeability, and provides smooth surfaces, as another option. The study also explored the use of galvanic anodes to control corrosion activity in SCC repairs. In VDOT’s Lynchburg and Staunton Districts, SCC repairs were made with and without the use of galvanic anodes. This provided a means for determining the benefit of using the anodes. The needed repair areas were determined by visual observation and sounding. After 7 years of service, SCC repair areas with and without anodes did not exhibit corrosion activity; small vertical cracks were evident in the SCC but did not affect performance. The anodes can provide protection to the steel immediately adjacent to the repair areas. However, unrepaired concrete areas away from the patched area with anodes now require additional repairs. SCC can be successfully placed; however, attention should be paid to form pressure and slump loss. Selection of repair areas should be based on corrosion-related measurements such as half-cell or chloride content, rather than sounding. Progression of corrosion demonstrates the necessity of removing all chloride-contaminated concrete not just adjacent to, but also away from the reinforcement, as anodes in the repair area will provide protection only in a narrow area around the patch.

Performance of Virginia’s Early Foamed Warm Mix Asphalt Mixtures

2018 ◽  
Vol 2672 (28) ◽  
pp. 178-189 ◽  
Author(s):  
Stacey D. Diefenderfer
Keyword(s):  
Dynamic Modulus ◽  
Permanent Deformation ◽  
Warm Mix Asphalt ◽  
Department Of Transportation ◽  
High Dynamic ◽  
Repeated Load ◽  
And Performance ◽  
Virginia Department ◽  
Performance Grading ◽  
Air Void

The Virginia Department of Transportation began allowing the use of warm mix asphalt (WMA) in 2008. Although several WMA technologies were investigated prior to implementation, foamed WMA was not. This study evaluated the properties and performance of foamed WMA placed during the initial implementation of the technology to determine whether the technology had performed as expected. Six mixtures produced using plant foaming technologies and placed between 2008 and 2010 were identified and subjected to field coring and laboratory testing. Coring was performed in 2014, resulting in pavement ages from 4 to 6 years. Three comparable hot mix asphalt (HMA) mixtures were cored at 5 years for comparison. Cores were evaluated for air-void contents and permeability and were subjected to dynamic modulus, repeated load permanent deformation, and overlay testing. In addition, binder was extracted and recovered for performance grading. Similar properties were found for the WMA and HMA mixtures. One WMA mixture had high dynamic modulus and binder stiffness, but overlay testing did not indicate any tendency for premature cracking. All binders had aged between two and three performance grades above that specified at construction. WMA binders and one HMA binder aged two grades higher, and the remaining two HMA binders aged three grades higher, indicating a likely influence on aging of the reduced temperatures at which the early foamed mixtures were typically produced. Overall results indicated that foamed WMA and HMA mixtures should be expected to perform similarly.

scholarly journals The Application of Third Generation Semiconductor in Power Industry

2020 ◽  
Vol 198 ◽  
pp. 04011
Author(s):  
Yuqian Zhang
Keyword(s):  
Future Development ◽  
First Generation ◽  
Rapid Development ◽  
Physical Characteristics ◽  
Third Generation ◽  
Power Switching ◽  
Advantages And Disadvantages ◽  
The Third ◽  
Great Possibility ◽  
Made In

With the rapid development of technologies, the third generation semiconductor is being studied, as it is leading to the significant change in industry like the manufacture of PC, mobile devices, lighting etc. Till now, due to its irreplaceable physical characteristics, third generation semiconductor is applied to lots of fields. This paper analyzes the application of third generation semiconductor, namely, GaN and SiC. Their characteristics including advantages as well as disadvantages will be discussed through reviewing the result of relevant researches. Meanwhile, comparison between the third generation semiconductors and the second as well as the first generation semiconductors is made in this paper. Through the comparison of physical characteristics, recent marketing, production and limitations, the advantages and disadvantages of each semiconductor is analyzed and the suggestion of how to avoid the disadvantage through application is proposed. At last, the future development is predicted. According to the analysis result of this paper, silicon poses more merits. Silicon is not only cheaper but also performs better making it a preference of GaAs, and GaN in the domain of IC. The second generation semiconductor, GaAs, is widely used in the circuits and photoelectric integration. Furthermore, the third semiconductor material GaN is a promising material for power switching and communication and has the great possibility to play a crucial role in market.

Natural Bridge, Virginia: Complementary Geotechnical Investigation and Analysis Methods for Mobility Planning

2020 ◽  
Vol 26 (2) ◽  
pp. 141-148
Author(s):  
Brian S. Bruckno ◽  
Chester F. Watts ◽  
George Stephenson ◽  
Christopher Mau
Keyword(s):  
Cultural Resources ◽  
Department Of Transportation ◽  
Geotechnical Investigation ◽  
Non Invasive ◽  
Transportation Corridor ◽  
Historic Landmark ◽  
Potential Risks ◽  
Potential Damage ◽  
Virginia Department ◽  
Privately Owned

ABSTRACT Natural Bridge, in Rockbridge County, Virginia, is a geological arch carrying U.S. Route 11 over Cedar Creek. The area has significant historical and cultural importance; it is listed on the National Register of Historic Places and is a Virginia Historic Landmark. Until 2015, the arch and area below were privately owned and operated, with only the pavement structure of U.S. Route 11 held by the Virginia Department of Transportation. Since then, the arch and area below have been leased to the Virginia Department of Conservation and Recreation, potentially transferring liability to the Commonwealth. As part of the Commonwealth's due diligence and to help ensure that the arch is preserved for future generations, the Department of Transportation, in partnership with Radford University, completed a comprehensive, non-invasive geological and geotechnical investigation in 2017 and 2018. A complementary variety of geophysical, laser, optical, seismic, and traditional geological methods of study were used to allow for integrated data analysis. The investigation revealed potential risks to the integrity of the arch, which may eventually reduce its suitability for use as a transportation corridor. The investigation methodology allowed planning for protection of the environment, cultural resources, and local economies while avoiding any potential damage to the arch. As of the date of this article, plans are under way to relocate U.S. Route 11 onto an alternate alignment entirely, thereby helping to preserve this valuable cultural, historical, and geological asset.

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