scholarly journals Investigation On The Causes Of Distress Affecting Perfomance Of Asphalt Pavement

2021 ◽  
Vol 23 (09) ◽  
pp. 209-220
Author(s):  
ZerihunBelayneh Woldesenbet ◽  
◽  
Mulugeta Regassa Yimam ◽  
Mengistu Mena Kuleno ◽  
◽  
...  
Keyword(s):  
Asphalt Pavement ◽  
Flexible Pavements ◽  
Engineering Properties ◽  
Primary Data ◽  
Maintenance Strategy ◽  
The Road ◽  
Different Types ◽  
Data Survey

Flexible pavements are designed to serve a specified design period without significant failures, but once it was constructed and opened to traffic, after a few years, different types of distresses or damages are occurring. This study focused on the investigation of the causes of the distresses of the study area, which is affecting performance of the pavement. To do the study, a primary data survey performed directly in the field in order to identify, classify, and quantify the extent of defects/distresses. At the same location, samples collected and brought to the laboratory for testing to determine the engineering properties of soils, for both severely distressed and non-distressed sections. It was concluded from the results obtained that the road was constructed with materials with poor engineering properties compared with ERA standard, has lack of routine maintenance strategy and this created condition in which minor distresses expanded to be major distress for the road that highly hinder its performance.

THE INFLUENCE OF THE TYPE, STRUCTURE AND CONDITION OF ROAD COATING ON THE OPERATING PROPERTIES OF HORIZONTAL ROAD MARKING

2019 ◽  
pp. 42-46
Author(s):  
Yuriy Hostev ◽  
Lev Rumiantsev ◽  
Tetyana Kostrulova
Keyword(s):  
Surface Treatment ◽  
Smooth Surface ◽  
Chemical Nature ◽  
Asphalt Pavement ◽  
The Road ◽  
Different Types ◽  
Long Time ◽  
High Roughness ◽  
On The Road ◽  
Road Marking

The factors that influence on functional durability of the road marking, in particular, the type, quality, condition and surface structure of the road surface are considered in the article. The durability of the road marking will be significantly reduced on asphalt pavement with low quality bitumen or with a high content of bitumen in the mixture. As a result of bitumen fogging, the road marking loses its performance, especially affecting luminance and retroreflectivity. The degree of pavement wear also affects the durability. Old, fragile pavement is unable to retain the road marking for a long time, so its service life will be extremely low. The wear of road marking on the cement pavement is higher than on the asphalt pavement. This is due to the peculiarities of the interaction of pavements of different chemical nature with the road marking materials. The article presents the results of studies of the effect of pavement with different roughness and different types on the properties of retroreflectivity. It is established that on the road sections with pavement having a rough surface treatment, retroreflectivity is reduced by 2-3 times in comparison with the asphalt pavement with a smooth surface. Also, the results of the studies showed that the wear of the road marking lines on the surface with high roughness after 3 months of operation is almost 2 times higher than the degree of road marking wear on the smooth surface. On cement pavement the decrease of retroreflectivity occurs more intensively during the first months of operation. The areas with cement pavement wear faster than on those with smooth asphalt pavement, but not as intensively as the areas with surface treatment. To ensure the durability of road marking on asphalt pavement with treated surface treatment and of cement pavement in comparison with the road marking on asphalt pavement with natural roughness, it is necessary to give preference to the road marking materials with higher viscosity (cold and hot plastics) or increase application of paint amount by 50-60 %, as well as increase the specific use of glass beads and of bigger fractions. Keywords: road marking, wear, surface treatment, retroreflectivity, paint, roughness.

Application of Synthetic Fibre in Mixture of Asphalt Pavement

2014 ◽  
Vol 608-609 ◽  
pp. 1020-1024
Author(s):  
Jing Xu
Keyword(s):  
Synthetic Fibre ◽  
Asphalt Pavement ◽  
Asphalt Mixture ◽  
High Strength ◽  
Good Effect ◽  
Polyacrylonitrile Fiber ◽  
Wear Resistant ◽  
Reinforcing Effect ◽  
The Road ◽  
Different Types

The fiber is a reinforced material which has relatively light texture, high strength, is durable and wear-resistant, and widely used in the mixture of asphalt pavement. Adding different types of fibers in the construction, has a good effect in preventing cracks in the road, the performance of the road will also enhance. After the appropriate amount of fiber added to the asphalt mixture, fiber molecules will continuously and uniformly spread out, this time it will increase the anti-destructive of mixture, and will play an important role in protecting the road, preventing the road fracture. Related practices abroad show that adding fiber in asphalt mixture, every performance of the mixture will increase in different degrees. The diameter and density of different types of fibers will be different, of course, the reinforcing effect are not the same. This article describes application of a synthetic fibre in asphalt mixture, which is polyacrylonitrile fiber.

scholarly journals Geotechnical Evaluation of Road Pavement Failure along the Awotan-Akufo Road, Oyo State Southwestern Nigeria

2019 ◽  
pp. 1-11
Author(s):  
Apanpa, A. Kazeem ◽  
Olayiwola, Hameed ◽  
Anjonrin, Ademola
Keyword(s):  
Moisture Content ◽  
Asphalt Pavement ◽  
Optimum Moisture Content ◽  
Traffic Load ◽  
California Bearing Ratio ◽  
Engineering Properties ◽  
Southwestern Nigeria ◽  
The Road ◽  
Road Pavement ◽  
Natural Moisture Content

In order to access the cause(s) of road failure and proffer preventive measures for the future reconstruction of the Awotan-Akufo road, southwestern Nigeria, the geotechnical engineering properties of the subgrade soil, asphalt pavement thicknesses, drainage and traffic load were evaluated. Soil samples were collected from test pits 1 m deep and at an interval of 50 m and subjected to geotechnical analyses in accordance to AASTHO specification. The grain size distribution revealed that 70% of the entire samples from Awotan-Lifeforte and Adaba failed sections along Akufo road contain amount of fines more than 35% passing through sieve No. 200. The Natural Moisture Content range from 5.73 - 20.21% (Awotan-Lifeforte section) and the entire samples from Adaba failed sections have high natural moisture content ranging from 16.20 - 23.20%. From Atterberg limit test, the Liquid limit of 12 - 56% (Awotan-Lifeforte section) and 26.00 - 40.00% (Adaba Section) were obtained. The Plastic Limit and Plasticity Index of the soils ranges from 8.43 to 49.10% and 1.01 to 7.0% (Awotan-Lifeforte section), and 23.10 - 35.50% and 1.50 - 7.10% (Adaba Section) respectively. Linear shrinkage varies from 0.80 to 9.60% and from 3.10 to 8.80% for Awotan-Lifeforte and Adaba sections, respectively. The Maximum Dry Density of the soils ranged from 1.625 - 1.835 mg/m3 at Optimum Moisture Content of 13.4 - 17.3% (Lifeforte-Awotan section), and MDD of 1.752 - 1.975mg/m3 at Optimum Moisture Content of 13.4-17.3% (Adaba section). The unsoaked California Bearing Ratio are 30.08, 70.14, 39.08%, and the soaked California Bearing Ratio values are 26.17, 11.41, 33.41% (Lifeforte-Awotan section) respectively. At Adaba section of the road, the unsoaked California Bearing Ratio is 3.46, 87.70, 70.14%, and soaked California Bearing Ratio values are 3.42, 32.56, 39.83%. The average asphalt pavement thicknesses around Awotan-Lifeforte section range from 0.60 - 1.10 inches, and that of Adaba section range from 0.57 to 1.46 inches. The study concluded that the road pavement subgrade is silty clay and the geotechnical properties rated below the specifications of the Federal Ministry of Works and Housing at some failed portions. Asphalt pavement thicknesses are grossly inadequate and far below NAPA 2007 recommendation. As such the road cannot withstand the heavily loaded trucks that ply it on regular basis. All aforementioned contributed to the untimely failure of the road.

Analisis Kinerja dan Pengaruh Pelebaran Jalan serta Pembuatan Median Jalan (Studi Kasus Jalan Temanggung Tilung Kota Palangkaraya)

2018 ◽  
Vol 7 (1) ◽  
pp. 51-60
Author(s):  
Fitri Wulandari ◽  
Nirwana Puspasari ◽  
Noviyanthy Handayani
Keyword(s):  
Data Retrieval ◽  
Service Level ◽  
Traffic Volume ◽  
Primary Data ◽  
Volume Data ◽  
Saturation Degree ◽  
The Road ◽  
Before And After ◽  
Road Widening ◽  
The Way

Jalan Temanggung Tilung is a 2/2 UD type road (two undirected two-way lanes) with a road width of 5.5 meters, which is a connecting road between two major roads, namely the RTA road. Milono and the path of G. Obos. Over time, the volume of traffic through these roads increases every year, plus roadside activities that also increase cause congestion at several points of the way. To overcome this problem, the local government carried out road widening to increase the capacity and level of road services. The study was conducted to determine the amount of traffic volume, performance, service level of the Temanggung Tilung road section at peak traffic hours before and after road widening. Data retrieval is done by the direct survey to the field to obtain primary data in the form of geometric road data, two-way traffic volume data, and side obstacle data. Performance analysis refers to the 1997 Indonesian Road Capacity Manual (MKJI) for urban roads. From the results of data processing, before increasing the road (Type 2/2 UD), the traffic volume that passes through the path is 842 pcs/hour and after road widening (Type 4/2 UD) the traffic volume for two directions is 973 pcs/hour, with route A equaling 528 pcs/hour and direction B equaling 445 pcs/hour. Based on the analysis of road performance before road enhancement, the capacity = 2551 pcs/hour, saturation degree = 0.331, and the service level of the two-way road are level B. Based on the analysis of the performance of the way after increasing the way, the direction capacity A = 2686 pcs/hour and direction B = 2674 pcs /hour, saturation degree for direction A = 0.196 and direction B = 0.166, service level for road direction A and direction B increase to level A

scholarly journals Providing large-scale disk storage at CERN

2019 ◽  
Vol 214 ◽  
pp. 04033
Author(s):  
Hervé Rousseau ◽  
Belinda Chan Kwok Cheong ◽  
Cristian Contescu ◽  
Xavier Espinal Curull ◽  
Jan Iven ◽  
...  
Keyword(s):  
High Performance ◽  
Large Scale ◽  
Distributed Storage ◽  
Storage System ◽  
Primary Data ◽  
Disk Storage ◽  
The Road ◽  
Ongoing Work ◽  
Software Distribution ◽  
Microsoft Office

The CERN IT Storage group operates multiple distributed storage systems and is responsible for the support of the infrastructure to accommodate all CERN storage requirements, from the physics data generated by LHC and non-LHC experiments to the personnel users' files. EOS is now the key component of the CERN Storage strategy. It allows to operate at high incoming throughput for experiment data-taking while running concurrent complex production work-loads. This high-performance distributed storage provides now more than 250PB of raw disks and it is the key component behind the success of CERNBox, the CERN cloud synchronisation service which allows syncing and sharing files on all major mobile and desktop platforms to provide offline availability to any data stored in the EOS infrastructure. CERNBox recorded an exponential growth in the last couple of year in terms of files and data stored thanks to its increasing popularity inside CERN users community and thanks to its integration with a multitude of other CERN services (Batch, SWAN, Microsoft Office). In parallel CASTOR is being simplified and transitioning from an HSM into an archival system, focusing mainly in the long-term data recording of the primary data from the detectors, preparing the road to the next-generation tape archival system, CTA. The storage services at CERN cover as well the needs of the rest of our community: Ceph as data back-end for the CERN OpenStack infrastructure, NFS services and S3 functionality; AFS for legacy home directory filesystem services and its ongoing phase-out and CVMFS for software distribution. In this paper we will summarise our experience in supporting all our distributed storage system and the ongoing work in evolving our infrastructure, testing very-dense storage building block (nodes with more than 1PB of raw space) for the challenges waiting ahead.

Research on New Technology to Control Highway Semi-Rigid Base Asphalt Pavement Cracks

2011 ◽  
Vol 194-196 ◽  
pp. 1632-1638
Author(s):  
Hong Liang Deng ◽  
Xiao Yin Fu ◽  
Wen Xue Gao ◽  
Ting Ting Ni ◽  
Kai Jiang Chen
Keyword(s):  
Composite Materials ◽  
Theoretical Calculations ◽  
Asphalt Pavement ◽  
New Technology ◽  
Service Level ◽  
Self Control ◽  
Good Effect ◽  
Rigid Base ◽  
The Road ◽  
Absorbing Layer

The methods of controlling Highway semi-rigid base asphalt pavement cracks and other diseases are always hot fields of road engineering and academic circles. The existing methods are on some degree efficient on delaying the formation and extension of cracks, but the effect is limited with different methods and various mechanisms of preventing cracks. Base on force analysis of pavement, this article presents a new technology of crack controlling which uses intelligent composite materials interlayer. By adding a stress absorbing layer between the asphalt surface layers or the semi-rigid base layers with low modulus, good toughness, self-adaptability and self-control ability, the intelligent composite materials interlayer has a good effect on controlling cracks which has been proved by the theoretical calculations and experimental analysis. As a result, the intelligent composite materials interlayer could efficiently prevent and delay the formation and extension of cracks, the safety and comfort of highway could be improved significantly while the cost of construction and maintenance decreasing. And the service level and social image of the road could also be improved effectively. This research has important academic and application value.

scholarly journals Effect of Thickness of Gravel Base and Asphalt Pavement on Road Deformation

2018 ◽  
Vol 2018 ◽  
pp. 1-7 ◽  
Author(s):  
Dongliang He ◽  
Weijun Yang
Keyword(s):  
Numerical Calculation ◽  
Test Section ◽  
Asphalt Pavement ◽  
Road Surface ◽  
Vertical Deformation ◽  
The Road ◽  
Design Requirements ◽  
The Relationship

This study uses a test section of a highway, a study object, to explore the effect of thickness of the gravel base and asphalt layer on the vertical deformation of the road surface. The thickness of the asphalt layer and graded gravel base is changed. The nonlinear description equation of the relationship between the thickness (h1) of the asphalt layer and the vertical deformation (d1) is established: d1=a41−b4h1. The thickness of the asphalt pavement is then determined to reduce vertical deformation. Numerical calculation shows that the maximum vertical deformation of the foundation is within 8 mm, which is less than the 15 mm maximum vertical deformation of the embankment. This level meets the design requirements.

scholarly journals Characterisation of cyclists’ willingness to pay for green initiatives at Africa’s largest cycle tour

2016 ◽  
Vol 19 (3) ◽  
pp. 432-439
Author(s):  
Melville Saayman ◽  
Waldo Krugell ◽  
Andrea Saayman
Keyword(s):  
Willingness To Pay ◽  
Carbon Footprint ◽  
Climate Change Mitigation ◽  
Demographic Variables ◽  
The Road ◽  
Road Cycling ◽  
Different Types ◽  
On The Road ◽  
The Right ◽  
Change Mitigation

The Cape Argus Pick n Pay Cycle Tour is a major event on the road cycling calendar. The majority of cyclists travel significant distances and participation produces a substantial carbon footprint. This paper examines participants’ willingness to pay to offset their carbon footprint. The purpose of this paper is to make a contribution to the literature by linking willingness to pay to attitudes towards or beliefs (green views) about the initiatives in place, to ensure a greener cycle tour. Factor analysis is used to identify different types of cyclists, based on their green views: those with green money, those who prefer green products and the “re-cyclers”. The results of the regression analysis reveal that socio-demographic variables and the right attitude towards the environment are significant predictors of stated willingness to pay for climate change mitigation.

Research of Water Damage Resistance Performance of CAM in Low Temperature Condition

2013 ◽  
Vol 723 ◽  
pp. 157-162
Author(s):  
Jian Li ◽  
Qu Chao ◽  
He Ping
Keyword(s):  
Low Temperature ◽  
Atmospheric Pressure ◽  
Asphalt Pavement ◽  
Natural World ◽  
Chloride Salt ◽  
The Road ◽  
Normal Atmospheric Pressure ◽  
Water Damage ◽  
Resistance Performance ◽  
Complex Polymer

Under normal atmospheric pressure conditions, volume suddenly increases about 11% when the water freezes and decreased when the ice melts. The pressure can reach up to 2500 times of atmospheric pressure in the closed space when the water freezing. This is a very important characteristic of the natural world and the industrial. In low temperature condition, the snow on the pavement is easy to melt and freeze, and it will affect the road safety, increase the cracking of the road and accelerate asphalt pavement water damage. Bitumen is a mixture consisting of some extremely complex polymer hydrocarbons and hydrocarbon derivatives of non-metallic (oxygen, sulfur, nitrogen). Deicing salt is used to prevent freezing in that area, chloride salt is its main ingredient. When the water melting point reduced, it is not easy to icing but to penetrate the asphalt pavement. If the temperature is continued to reduce, salt solution will still freezing. At last, the pavement will form water damage in repeated freeze-thaw cycles conditions.

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