Hasil untuk "Highway engineering. Roads and pavements"

Ran Zhu, Hongxin Xie, Chen Chen et al.

To enhance the situational awareness and decision-making capabilities of intelligent vehicle active safety systems, this study proposes a methodology for defining dynamic, scenario-based thresholds. In simulations of emergency braking maneuvers, the safe braking distance serves as the primary criterion for performance evaluation. This study quantifies the sensitivity of vehicle braking performance to the attenuation of the pavement skid resistance coefficient under a matrix of typical operational conditions (e.g., dry vs. wet surfaces) and highway scenarios (e.g., open sections, tunnels) with varying design speeds. Through this sensitivity analysis, we identify the minimum skid resistance coefficient required to guarantee vehicle safety under the most adverse, yet plausible, conditions. The primary contribution is a set of proposed scenariospecific skid resistance thresholds, which are directly correlated with roadway design speeds. These thresholds serve as critical input parameters for intelligent transportation systems (ITS). They can be used to inform vehicle-to-infrastructure safety alerts and enable onboard ADAS to adapt their control strategies—such as adjusting braking distance predictions or slip ratio limits—thereby bridging the gap between road infrastructure condition and intelligent vehicle control.

A. Manica, W. P. Núñez

This study presents a methodological approach for evaluating long-term road economic costs by integrating the Highway Development and Management Model (HDM-4) with the statistical technique of Design of Experiments (DOE). A 25-year road program was simulated through pavement life cycles, where traffic and pavement states were parameterized into experimental cells. The DOE Composite Central Design (CCD) was applied to generate response variables representing annual economic costs borne by the state (RAC) and users (RUC). Multiple linear regression models and sensitivity analysis were employed to approximate and validate the simulation results. The findings reveal that traffic volume (AADT) and the International Roughness Index (IRI) are the most influential performance parameters affecting cost variations. Polynomial models with linear, quadratic, and interaction effects were obtained, enabling the quantification of relationships between pavement deterioration and economic costs. Results demonstrate that preventive maintenance strategies significantly reduce user costs while increasing state expenditures, highlighting the trade-off between RAC and RUC. The proposed framework provides a robust tool for strategic highway planning and rational decision-making in infrastructure management under resource constraints.

I. B. Abdulrauf, O. M. Osuolale

Rice Husk Ash (RHA) is a potential cementitious material with a high surface area. The high cost of cement and greenhouse gas emissions from its production necessitate exploring the use of agricultural residues. This study investigates the geotechnical properties of lateritic soil stabilized with RHA and potassium carbonate (potash) for highway pavement. Lateritic soil samples, rice husk, and potash were obtained from Aroje, Olojo, and Takkie, respectively, in Ogbomoso. Natural moisture content (NMC), plasticity index (PI), and percentage passing sieve number 20 were determined for natural lateritic soil using standard methods. Rice husk was washed, dried, calcinated at 600°C, ground, and sieved through sieve number 20. Oxide composition of silica, alumina, and iron oxide was determined using X-Ray Fluorescence. Lateritic soil was stabilized with varying proportions of RHA and potash. Liquid limit (LL), plastic limit (PL), optimum moisture content (OMC), maximum dry density (MDD), California bearing ratio (CBR), and unconfined compressive strength (UCS) were determined according to BS 1377. Effects of RHA and potash were analyzed using two-way ANOVA at a 95% significance level. The NMC, PI, and percentage passing sieve number 20 of natural soil were 10%, 50%, and 32.76%, respectively. RHA contained 82.10% silica, 1.21% alumina, and 1.30% iron oxide. For stabilized soil, LL, PL, PI, MDD, CBR, and UCS ranged 28.0-31.50%, 28.0-31.0%, 0.5-3.5%, 10-13.9 g/cm³, 78-99%, and 200-368 kPa, respectively. Two-way ANOVA revealed significant effects for MDD (p = 0.0024) and OMC (p = 0.00007), while PI and CBR showed non-significant results (p > 0.05). Stabilization with RHA and potash enhanced geotechnical properties, making the soil suitable for subgrade materials in road construction

Leszek Czechowski

Abstract: Consideration was given to creating an atmosphere on Mars that would enable people to stay on the surface of Mars without spacesuits. The source of matter for this atmosphere are bodies brought from the outer zones of the Solar System. The Kuiper belt is the best source of these bodies. The energy needed to bring them was estimated. Depending on the variant, this energy ranges from 21% to 800% of the energy currently consumed by humanity annually. Keywords: Terraforming; Mars; Kuiper Belt; Armstrong limit; Gravity assist

Mingjing Fang, Longjie Xiang, Yao Wang et al.

Precast concrete pavements (PCPs) represent an innovative solution in the construction industry, addressing the need for rapid, intelligent, and low-carbon pavement technologies that significantly reduce construction time and environmental impact. However, the integration of prefabricated technology in pavement surface and base layers lacks systematic classification and understanding. This paper aims to fill this gap by introducing a detailed analysis of discretization and assembly connection technology for cement concrete pavement (CCP) structures. Through a comprehensive review of domestic and international literature, the study classifies prefabricated pavement technology based on discrete assembly structural layers and presents specific conclusions (i) surface layer discrete units are categorized into bottom plates, top plates, plate-rod separated assemblies, and prestressed connections, with optimal material compositions identified to enhance mechanical properties; (ii) base layer discrete units include block-type, plate-type, and beam-type elements, highlighting their contributions to sustainability by incorporating recycled materials (iii) planar assembly connection types are assessed, ranking them by load transfer efficiency, with specific dimensions provided for optimal performance; and (iv) vertical assembly connections are defined by their leveling and sealing layers, suitable for both new constructions and repairs of existing roads. The insights gained from this review not only clarify the distinctions between various structural layers but also provide practical guidelines for enhancing the design and implementation of PCP. This work contributes to advancing sustainable and resilient road construction practices, making it a significant reference for researchers and practitioners in the field.

Hong Zhang, Yuanshuai Dong, Yun-Xuan Hou et al.

This study, based on the maintenance engineering of regular national and provincial highways in Shanxi Province, aims to achieve refined maintenance of aging asphalt pavements under heavy-duty traffic conditions. Lightweight inspection equipment was used to perform frequent distress collection on the study sections, and for the first time, the EPCI (Economic Pavement Surface Condition Index, which can quickly improve the overall condition level of the pavement by identifying simple two-dimensional diseases such as transverse and longitudinal joints and tortoise net cracks, and low-cost maintenance measures can be carried out through the detection data, which does not include diseases such as subsidence, which are more complex and costly.) is proposed to assess pavement distress conditions. The study conducted six high-frequency data collections over one year on the designated road sections. EPCI evaluations were carried out on each lane in different driving directions, summarizing eight types of pavement distress, including alligator cracking, block cracking, longitudinal and transverse cracking, potholes, longitudinal and transverse crack repairs, and block repairs. The development trends of EPCI and the distribution of pavement distress were analyzed. By comparing EPCI data, it was found that EPCI values in the driving lane fluctuated more stably than those in the overtaking and slow lanes, which was attributed to differences in maintenance intensity. The overall PCI data of the pavement during the COVID-19 pandemic showed that reduced maintenance activities are more conducive to analyzing the pavement’s deterioration patterns. By examining the distressed area in each lane over time, it was observed that the slow lane had the highest distribution of alligator and block cracking, while longitudinal and transverse cracking were most prevalent in the overtaking and driving lanes. Further analysis of the relationship between distressed area and EPCI suggests that controlling the distressed area to around 500 square meters per kilometer per lane can maintain the EPCI score at approximately 80. This level of maintenance is considered the most economical while ensuring satisfactory pavement performance.

Eko Wahyu Utomo, Pratikso, Siegfried

The importance of the road network in Indonesia as a vital infrastructure that connects various regions has made road maintenance a top priority in development planning. However, various challenges such as ineffective handling methods, limited experts, and minimal equipment have caused road management to not be optimal. Therefore, innovations are needed in road condition measurement, one of which is through the development of an ultrasonic sensor-based surface roughness measuring instrument as a prototype of International Roughness Index (IRI) measurement to support more accurate road maintenance evaluation and planning. The purpose of this research is to measure road roughness through IRI and pavement modulus values to improve road condition assessment.This study employs the International Roughness Index (IRI) to assess the functional condition of roads and the Pavement Modulus to evaluate the structural strength of the pavement. The IRI is measured through road surface roughness surveys using a roughness meter, with the results used to classify the severity of road damage. The IRI calculation is based on a quarter-car simulation model that utilizes vehicle dynamic parameters in response to road surface profiles, following the mathematical approach developed by Sayers, Gillespie, and Paterson (1986). The research results show that the prototype Ultrasonic Surface Roughness Meter was able to measure IRI values ranging from 4 to 8 at three different locations. These measurements fall within the "Good–Fair" classification, indicating relatively mild surface roughness. Based on these findings, the Directorate General of Highways recommends light rehabilitation and periodic maintenance, and the prototype device has the potential to serve as an effective, low-cost alternative for road condition monitoring, especially in areas with limited access to conventional IRI measurement tools.

E. Noda, T. Nawada, S. Kashiwabara et al.

This study presents a comprehensive 15-year evaluation of the Continuously Reinforced Concrete Pavement (CRCP) implemented in the Nakayama Bypass on National Highway Route 112. Spearheaded by a collaborative effort from The Nippon Road Co., Ltd., the Tohoku Regional Construction Bureau, Road Management Technology Center, Tohoku Branch, and Rainbow Consultants Co., Ltd., the research aims to assess the long-term performance, durability, and maintenance requirements of CRCP under various traffic and environmental conditions. The methodology encompasses detailed inspections and performance analyses, including pavement condition surveys, crack mapping, deflection measurements, and structural integrity assessments. This longitudinal study also integrates advanced evaluation techniques to understand the CRCP's behavior over its service life, focusing on crack propagation, load transfer efficiency, and overall pavement stability. Results indicate that CRCP, with its design and construction innovations, exhibits superior durability and performance compared to traditional pavement types. Notably, the CRCP section demonstrated remarkable resistance to traffic-induced stresses and environmental impacts, showcasing minimal maintenance needs over the 15-year period. The study also highlights the importance of initial quality control and precise construction practices as key factors contributing to the pavement's longevity and reduced lifecycle costs. Conclusively, the findings advocate for the broader adoption of CRCP in road infrastructure, emphasizing its cost-effectiveness and sustainability benefits. This research contributes valuable insights into pavement engineering, offering a robust evidence base for future CRCP projects and innovations in pavement technology. (Abstract generated by AI tool ChatGPT 4)

Andimenu Anil Kumar

Waste plastic, which includes the wrappers of junk foods, chocolates, chips, hand-carry bags, plastic bottles, and any other kind of plastic, is mostly to blame for the significant environmental and severe economic problems that are now being experienced in the modern world. When plastics are manufactured, a substantial amount of energy and other natural resources are used. This leads to the depletion of the environment in a number of different ways, which is a consequence of the production process. The longevity of the road as well as its structural integrity are both enhanced by the incorporation of polymer into the asphalt that is used to create the pavement. Polymer, particularly in the form of low-density polymers, is added to asphalt, which results in an improvement in the properties of the asphalt. In the context of transportation, the term "plastic road" refers to roads that are constructed from plastic that has been abandoned. It is well acknowledged that these roads provide improved durability and performance in contrast to conventional roads. Additionally, it has been shown that these highways did not have as many structural problems as their counterparts, which were normal pavements. Certainly, this was a noteworthy discovery. According to the research findings, using a larger quantity of waste plastic ultimately reduces the need for bitumen by ten percent. As a consequence of this, the quality of the pavement as well as the material strength of the pavement are both enhanced. In addition, the incorporation of polymer into asphalt has the potential to enhance the structural strength and durability of flexible pavement. There is a possibility that plastic waste might replace between 10 and 15 per cent of the bitumen that is used in the production of flexible pavement. Furthermore, it has the potential to save around Rs 1,00,724.76 for every additional km of road patch.

Prakash Jode

India a developing nation which is going through Rapid Infrastructure Development has done a significant progress in construction Industry.With around 6.3 million kilometers of roads covering the entire nation, India is now the country with the biggest road network in the world. India has many road networks which connects villages to districts, Districts to districts using district roadways. States are connects using state highways and national highways which connects multiple states on its way. With this type of infrastructure development in a country it becomes a very great factor of extensive growth of Commercial vehicle for transportation. In India up to 60% of total goods transportation is majorly done using Road Transportation, therefore it becomes very crucial to construct roads for the development of the country. Plastic waste or plastic pollution has emerged as one of the most significant threats or challenges in the world. While plastic material offers numerous benefits, it also comes with several drawbacks, and its disposal has turned into a critical issue for the world. Plastic is a material that does not decompose. It takes thousands of years to degrade and decompose which is a major threat to the world. It is the major ocean pollutant which harms the aquatic life and also the coastal regions. Micro-plastics can cause serious health risks. A million tons of plastic is thrown away in landfills which covers the landfills and is also a dangerous threat to the environment. This plastic waste can be used in bituminous road construction, Since bituminous plastics have a longer lifespan than conventional bituminous pavements, the aggregates can be coated with a bituminous plastic combination and utilized in road construction, which enhances the pavement's longevity.

İsmail Çağrı Görkem, Salih Serkan Artagan, Bekir Tuna Kayaalp et al.

Increasing commercial mobility throughout the world has increased the need for roads and as a result, new road networks have emerged. The pavement type of the highways constructed in our country consists of flexible pavements to a significant extent. Parameters such as the number of heavy vehicles, repeated loads as well as environmental and climatic conditions cause different deformations on flexible pavements. One of these deformations is water-induced damage. In particular, changing climatic conditions cause some regions to experience intense precipitation in a very short period of time, which they should receive throughout the year. As a result, flexible pavements are damaged and their service life becomes shorter than expected. With increasing environmental awareness, the use of some waste materials in bituminous mixtures has become an extremely important issue. In this study, bituminous materials modified with different Polyvinyl Chloride (PVC) contents were mixed with properly graded aggregates and their resistance to water-induced damage has been evaluated. In addition, several performance tests were carried out to evaluate the effect of hydrated lime addition on the resistance of the samples to water-induced damage. In this context, the properties of the modified bitumen and aggregates were determined by performing conventional bitumen and aggregate tests. As the final objective of the study, Modified Lottman Test (AASHTO T 283) was performed on the mixtures to determine the effect of PVC addition to bituminous materials on resistance to water-induced damage.

O. O. Popoola, Jonathan Segun Adekanmi, O. R. Olulope

Properties of underlying soils and borrowed soil samples are some of the key factors that determine the performance rate of roads. Most of the underlying soils possess some characteristics that make them unsuitable for use. There are available agricultural waste products in most rural settlements which can be used to treat unsuitable soils. This research examined the use of corn cob ash (CCA) as an admixture to cement on some selected geotechnical properties of laterite soil. The choice of the A-7-5 class of laterite soil is due to its general rating as poor material for subgrade and other layers of road pavement by the classification system of the American Association of State Highway and Transportation Officials (AASHTO). Cement was gradually added to the soil sample in steps of 2% from 0% to 10% by weight of the soil sample and its effect on the plasticity of the sample was examined. The addition of cement performed optimally on the soil’s plasticity at 4% which was used to form different mixtures of cement and CCA having a total sum not exceeding 4%. The additives were added to the soil sample which was subjected to laboratory tests such as compaction, California bearing ratio (CBR) and unconfined compressive strength (UCS) compacted with the efforts of 596kN/m2 and 1192kN/m2. The combination of 2% cement and 2% CCA on the soil sample improved the plasticity index and UCS properties of the soil to its optimal level while 3-1 and 4-0 cement-CCA performed optimally for CBR and compaction respectively. Thus, it was concluded that CCA performed optimally with cement at a ratio varying between 4:0 to 3:1 total percentage not exceeding 4% of the weight of the soil sample.

Lei Ma, Jian Cao, Zongjun Pan et al.

Pavements are critical components of highway assets, but accurately estimating their value can be challenging due to the lack of connection between valuation and long-term service performance degradation. To address this issue, the replacement cost and condition-based valuation methods were introduced using the Yunnan province highway in China as an example, which divided pavement into four performance states based on service stages. The rationality of maintenance decisions and the impact of preventive maintenance investment on life cycle assessments were also considered. The results indicate that there are issues of irrational allocation of maintenance funds of the highway in Yunnan province, and a higher proportion of preventive maintenance investment is required. Moreover, it is recommended to balance the maintenance funds for bridge and tunnel engineering in the following year, focusing on bridge engineering with a rapid decline in the newness rate. The implementation of preventive maintenance has a positive correlation with the replacement cost and newness rate of the road sections. Through comparison, it was found that the road surface renewal rate in 2019 was lower than that in 2018, and some highway management departments in certain regions need to adjust their preventive maintenance strategies. Overall, the condition-based pavement asset valuation method comprehensively considers each stage of pavement operation and can serve as an effective tool for evaluating pavement asset depreciation. This research finding can promote the sustainable development of road infrastructure.

Miglė Zabielaitė-Skirmantė, Marija Burinskienė

The safety of bicycle infrastructure is a primary factor influencing bicycle travel. While cyclists’ perspectives on infrastructure safety are extensively studied, they are merely the end users. Decisions on infrastructure design are made by engineers and urban development specialists. Therefore, it is crucial to determine if these professionals’ safety assessments align with those of cyclists. A qualitative survey was conducted with 5 expert engineers and 5 urban development specialists, each having 5 to 20 years of experience in transportation infrastructure planning. Kendall’s coefficient of concordance W was used to assess the compatibility of their opinions. The results showed significant compatibility: W = 0.697 for engineers and W = 0.511 for urban development specialists. Seventeen cycling infrastructure installation schemes were evaluated. Both engineers (M = 10.0, SD = 0.0) and urban development specialists (M = 9.8, SD = 0.44) indicated the DT_2 option as providing the greatest sense of security, where the bicycle path is physically separated from both the carriageway and pedestrian path. The key findings reveal agreement on the safety of straight-street segments of bicycle infrastructure but diverging opinions at intersections zones. Urban development specialists are influenced by existing practices and legal frameworks lacking detailed cycling infrastructure guidelines at intersections. Engineers align more closely with cyclists’ perceptions, emphasising physical separation and speed reduction measures. The study concludes that urban development specialists need to better understand cyclists’ needs and prioritize safer infrastructure solutions.

Paweł Gradowski

Abstract: One of the basic goals set for the Polish Association of Transport Engineers and Technicians is to increase the professional qualifications of the staff. Such development is possible through the exchange of knowledge at various thematic meetings also organized by, inter alia SITK RP. Using the example of the Works Group, the author presents the possibilities of promoting the idea of the Association in his professional life. Keywords: Club SITK RP; Conference; SITK RP

Qiao Dong, Shiao Yan, Xueqin Chen et al.

The base layer constructed by cement-stabilized macadam (CSM) has been widely used in highway construction due to its low elasticity deformation and high carrying capacity. As a bearing layer, the CSM base is not exempt from fatigue cracking under cyclic loading in the service process. Cracks in the base will create irreversible structural and functional deficiencies, such as the potential for reflective cracking of subsequently placed asphalt concrete overlays. The fracture of the base will shorten the service life of the pavement. The quality of the CSM base is directly related to the bearing capacity and integrity of the whole pavement structure. It is of practical significance to further study the fatigue failure behavior of CSM material for the long-term performance of the pavement. The CSM material is a typical heterogeneous multiphase composite. On the mesoscale, CSM consists of aggregate, cement mortar, pores, and the interface transitional zone (ITZ). On the microscale, the hardened mortar contains a large number of capillary pores, unhydrated particles, hydrated crystals, etc., which makes the spatial distribution of its material properties stochastic. In addition, cement hydration, dry shrinkage, and temperature shrinkage can also produce micro-crack defects in cement mortar. These microcracks will have cross-scale evolution under load, resulting in structural fracture. Macroscopic complex deformation and mechanical response are the reflections of its microscopic and even mesoscale composition and structure. This study summarized the existing studies on the mesoscopic properties of CSM materials, respectively from the three aspects of mesostructure, structural characterization, and mesoscale fatigue damage analysis, to help the development of long-life pavement. The future research direction is to explore the mesoscale characteristics of CSM using multi-scale representation and analysis methods, to establish the connection between mesoscale characteristics and macroscopic mechanical properties.

Kazuya Tomiyama, Yuki Yamaguchi, Kazushi Moriishi et al.

Summary: In recent years, various information and communication technology (ICT) devices measuring three-dimensional (3D) point cloud data have been developed and widely used for the application of pavement surface investigation. However, ICT devices have generally been developed not only for measuring road surface profiles but for various geo-reference point clouds. In this background, the validation of surface profiles acquired with ICT devices fulfils an important role in proving the reliability of measurement result composed by point clouds. This study proposes a wavelet transform agreement (WTA) which involves a normalization factor of profile amplitude for further improvement in the wavelet-based coherence technique. The WTA analysis allows evaluating similarity/dissimilarity of two profiles considering both the location and wavelength simultaneously. For this purpose, a terrestrial laser scanner (TLS), a mobile mapping system (MMS), and an unmanned aerial vehicle (UAV) are employed to prove the advantage of WTA in practical applications. As a result, the advantages of WTA analysis are clearly recognized in the optimization for the measurement interval of TLS, the multi-line measurement of MMS for ride quality improvement of a pavement, and the efficient operation of UAV in terms of the flight altitude. This paper also shows the identification of aging development for surface roughness over time in terms of locations and wavelengths. These findings help not only to guarantee the accuracy of profile measurements but to realize the sophisticated way of using 3D point clouds acquired with ICT devices. The outcomes of this study contribute to the increase of productivity for pavement works with improving the quality of surface profile measurement.

M. Adabanija, A. Olayinka, O. Osinowo et al.

Winda Tri Wahyuningtyas, Yoga Tilang Pratama, Hernu Suyoso et al.

Retak yang terjadi pada beton bertulang dapat timbul pada saat pra-konstruksi maupun pada saat pasca konstruksi. Permodelan retak dilakukan untuk mengetahui penyebaran retak pada balok. Model balok mengacu pada penelitian terdahulu yang kemudian disimulasi menggunakan program bantu metode elemen hingga. Model diberi beban dengan jarak 1410 mm dari tepi dan menggunakan perletakan sederhana sejauh 90 mm dari tepi balok. Validasi model menggunakan lendutan saat elastis, dengan beban 120 kN. Model simulasi menunjukan lendutan maksimum 9.42 mm sedangkan teoritis 9.89 mm dengan prosentase 5.1%. Modeling pola retak dilakukan dua cara yaitu lokasi retak tidak ditentukan (model 1) dan lokasi retak ditentukan (model 2). Dalam hal ini, lokasi retak dapat ditentukan berdasarkan hasil running Tensile Damage (DAMAGE T) pada program bantu. Penyebaran retak berdasarkan cara kedua (menentukan lokasi retak) menghasilkan jarak yang mirip dengan persebaran retak ekperimental serta permodelan VCCT (Virtual Crack Closure Technique) analysis yaitu sebesar 15 cm.

Wioletta Leszczyńska, Marek Pszczoła

Abstract: The paper presents the analysis of the equivalent temperature on the basis of the fatigue cracking criterion of asphalt layers according to the AASHTO 2004 method and the structural deformation of subgrade criterion according to the Asphalt Institute procedure. The calculations were made with application of the KR5 pavement structure and temperature data obtained from 50 meteorological stations and from the period of 30 years from 1989 to 2019, provided by the Institute of Meteorology and Water Management. The influence of variable traffic with heavy vehicle traffic was taken into consideration, both during the day and throughout the year. It was presented how the values of the equivalent temperature change in the territory of Poland depending on the location of the meteorological station. The computational analysis showed the variability of the equivalent temperature on the territory of Poland in the range from 14.68°C (Suwalki) to 16.99°C (Tarnow).The weighted mean value of the equivalent temperature for the entire year is 16.01°C and it is higher than the value adopted in the catalogue of typical flexible and semi-rigid structures that is equal to 13,00°C. The change in the equivalent temperature value on the designed thickness of asphalt layers of the pavement structure has been also assessed in the paper. Keywords: Pavement design; Equivalent temperature; Fatigue life; AASHTO 2004 method