Numerical Simulation of the Effect of Repeated Load and Waste Polypropylene on the Behavior of Asphalt Layers

Roads are utilized by many vehicle kinds and heavy vehicles among these may be seen as the most essential for cargo loading, causing paving failure and increasing expenses for rehabilitation and maintenance. In this study, in analyzing a finite element employing Abaqus 6.14, composite effects for wheel loads and temperature were addressed. The asphalt layer was designed as an elastic material, while the base and sub-bases were modeled according to the Mohr coulomb model like an elastic material. And studying the impact of wheel loads on flexible pavement settlement and the main output of analyzing pavement structure is almost represented by the vertical stresses and the surface deformation which are considered as the critical response point. A truck type 2S-2 was tried with two thicknesses of asphalt layer 140 mm and 250 mm and considering that base and subbase layer thicknesses remained constant so it does not affect the variation of displacement. It was found that the increase of asphalt layer thickness from 140 mm to 250 mm leads to a decrease in the vertical displacement of about 0.59% and studied the effect of modified asphalt with polymer and how it effect pavement vertical displacement with an obvious reduction from 0.590 mm to 0.265 mm under the repeated load of 36 ton and The vertical stress decreased from 5.036 kPa to 1.899 kPa

Mechanism of Inbuilt Automatic Hydraulic Jack used for Light and Heavy Vehicles

This paper is about the new automatic technique of inbuilt hydraulic jack system. Whenever the tire failure is occurred in the vehicle then to lifting the vehicle from ground surface is the very difficult think for human being and also, huge human effort required and more time taking process. There, this inbuilt hydraulic jack system helps to lift the vehicle from the ground instead of conventional mechanical jack, and saves the time and excess effort. Separate buttons are provided in order to raise or lower the right and left side jacks. By pushing the given button in the dashboard, the inbuilt self-jacking component gets initiated. Main parts of this project are hydraulic jack, master cylinder, valves, manifold, and oil reservoir. The inbuilt hydraulic jack will be valuable to the senior residents and for women who discover it incredibly hard to work the jack physically in any breakdown of the vehicle. This hydraulic jack will have the option to lift the wheels as indicated by our prerequisite that is on the off chance that we need to lift just two wheels, at that point it tends to be finished by moving the cylinder as needs be on the rack with the assistance of the DC motor. Index Terms: Hydraulic Jack, Master Cylinder, Incompressible Hydraulic Oil, Pascal’s Law

Long-term relationship estimation and coupling/decoupling analysis between motorway traffic and Gross Value Added. Specification of an ARDL cointegration approach and application to the Italian case study

As transportation is an activity derived from spatial complementarities between a certain supply at an origin and a certain demand at a destination, according to a general axiom it seems that economic activities entail transport de-mand. In this perspective, an essential analysis deals with the quantification of the relationships between transport demand and certain socioeconomic variables. Elasticity is a concept widely used in transport economics as a measure of the responsiveness of transport demand concerning different factors represented as independent variables in an econometric model and coupling/decoupling concepts have been proposed in literature. This paper deals with the estimation of elasticities of motorway traffic demand based on Gross Value Added (GVA), and the consequent investiga-tion of coupling/decoupling situation. The analysis is based on the application of an Autoregressive-Distributed Lag (ARDL) cointegration model with the F-bound test and of the related Error Correction model. Starting from the general ARDL model and the methodology for the verification of its robustness, the same model is applied to the Italian toll road network. The time series of GVA for goods and services and the overall length of the toll network from 1995 to 2019 are considered as explanatory variables of the total annual distance traveled by light and heavy vehicles. The various tests in the ARDL framework show a cointegration between the variables, under the fulfillment of all the diag-nostic requirements. In this way, the long-term elasticities and the short-term adjustment dynamics are estimated sepa-rately for the goods and services components of GVA, and light and heavy vehicles. Starting from stable estimates of elasticities, the long-term coupling and decoupling effects between motorway traffic of light and heavy vehicles and the national production of goods and services can be shown. The paper, as well as providing an updated picture of the Italian situation, identifies a methodological framework that can be transferred to other contexts for a sector of great interest to investors, such as the motorway sector. All this can be useful to meet the needs of numerous stakeholders, who want to deepen the links between the economic cycle and traffic demand on toll motorways.

Justification of the development and application of express assessment programs for road bridges when heavy vehicles pass through them

The theoretical prerequisites for justifying the development of two rapid assessment programs for road bridges to quickly determine the possibility of passing heavy vehicles on road bridge structures of a split and non-split system, made of wood, metal, steel-reinforced concrete, reinforced concrete with stressed and non-stressed reinforcement, according to the measured angle of rotation of their support sections, taking into account their actual operational condition, are presented. The programs implemented an experimental and analytical method for assessing the technical condition of road bridges for reliability. The features, conditions of application, positive and negative aspects of each version of the program are revealed. The creation of two variants of programs is due to, on the one hand, the need to ensure the safety of the driver of the vehicle and the bridge structure, and on the other hand, the need to guarantee the possibility of safe passage of heavy vehicles, both under the conditions of the load-bearing capacity of superstructures and the load-bearing capacity of road bridge supports, taking into account their actual operational condition. Both developed calculation programs were implemented by using a personal computer and certificates of state registration of computer programs were obtained. The developed programs will be used as part of the modernized IR-AM measuring complex.

Analysis of the levelized cost of green hydrogen production for very heavy vehicles in New Zealand

<p>This study examined the feasibility of green hydrogen as a transport fuel for the very heavy vehicle (VHV) fleet in New Zealand. Green hydrogen is assumed to be produced through water electrolysis using purely renewable energy (RE) as an electricity source. This study chose very heavy vehicles as a potential market for green hydrogen, because it is considered “low- hanging fruit” for hydrogen fuel in a sector where battery electrification is less feasible. The study assumed a large-scale, decentralized, embedded (dedicated) grid-connected hydrogen system of production using polymer electrolytic membrane (PEM) electrolysers. The analysis comprised three steps. First, the hydrogen demand was calculated. Second, the additional RE requirement was determined and compared with consented, but unbuilt, capacity. Finally, the hydrogen production cost was calculated using the concept of levelized cost. A sensitivity analysis, cost reduction scenarios, and the implications for truck ownership costs were also undertaken. The results indicate an overall green hydrogen demand for VHVs of 71 million kg, or 8.5 PJ, per year, compared to the 14.7 PJ of diesel fuel demand for the same VHV travelled kilometres. The results also indicate that the estimated 9,824 GWh of RE electricity from consented, yet unbuilt, RE projects is greater than the electricity demand for green hydrogen production, which was calculated to be 4,492 GWh. The calculated levelized hydrogen cost is NZ$ 8.42/kg. Electricity cost was found to be the most significant cost parameter for green hydrogen production. A combined annual cost reduction rate of 3% for CAPEX and 4% for electricity translates to a hydrogen cost reduction of 30% in 10 years and more than 50% in 20 years.</p>

Analysis of the levelized cost of green hydrogen production for very heavy vehicles in New Zealand

<p>This study examined the feasibility of green hydrogen as a transport fuel for the very heavy vehicle (VHV) fleet in New Zealand. Green hydrogen is assumed to be produced through water electrolysis using purely renewable energy (RE) as an electricity source. This study chose very heavy vehicles as a potential market for green hydrogen, because it is considered “low- hanging fruit” for hydrogen fuel in a sector where battery electrification is less feasible. The study assumed a large-scale, decentralized, embedded (dedicated) grid-connected hydrogen system of production using polymer electrolytic membrane (PEM) electrolysers. The analysis comprised three steps. First, the hydrogen demand was calculated. Second, the additional RE requirement was determined and compared with consented, but unbuilt, capacity. Finally, the hydrogen production cost was calculated using the concept of levelized cost. A sensitivity analysis, cost reduction scenarios, and the implications for truck ownership costs were also undertaken. The results indicate an overall green hydrogen demand for VHVs of 71 million kg, or 8.5 PJ, per year, compared to the 14.7 PJ of diesel fuel demand for the same VHV travelled kilometres. The results also indicate that the estimated 9,824 GWh of RE electricity from consented, yet unbuilt, RE projects is greater than the electricity demand for green hydrogen production, which was calculated to be 4,492 GWh. The calculated levelized hydrogen cost is NZ$ 8.42/kg. Electricity cost was found to be the most significant cost parameter for green hydrogen production. A combined annual cost reduction rate of 3% for CAPEX and 4% for electricity translates to a hydrogen cost reduction of 30% in 10 years and more than 50% in 20 years.</p>