Investigation of Feasible Pavement Design Alternatives for WisDOT

The current pavement design and selection process of WisDOT for all new pavements or reconstructions of existing pavement structures provides for the design of one asphaltic concrete (AC) and one portland cement concrete (PCC) pavement alternative. Life-cycle costs analyses are then used to determine the preferred alternative for construction. Previous restrictions in the WisDOT pavement selection process have essentially excluded the construction of thick AC (AC thickness \u3e 150 mm) and thin PCC (PCC thickness \u3c 225 mm) pavements and thus the validity of current life-cycle cost inputs for these pavement types is under question. This report presents a performance analysis of existing thick AC and thin PCC pavements constructed in and around Wisconsin. The performance trends developed indicate current design assumptions utilized by WisDOT, related to the expected service life to first rehabilitation of AC and PCC pavements, may also be used for thick AC and thin PCC pavements

Performance of TenCate Paving Interlayers in Asphalt Concrete Pavements

As a continued effort of a previously completed project entitled “Performance of TenCate Mirafi PGM-G4 Interlayer-Reinforced Asphalt Pavements in Alaska,” this project evaluated two newly modified paving interlayers (TruPave and Mirapave) through overlay, dynamic modulus tests and low-temperature performance tests. A field survey was conducted to further evaluate the performance of three paving interlayers (G4, G50/50, and G100/100) applied to field sections constructed in May 2013 at Milepost 148–156 Richardson Highway in Alaska. Overlay test results indicate that asphalt concrete (AC) with paving interlayers (TruPave and Mirapave) shows lower reduction in peak load, suggesting better cracking resistance. The dynamic modulus measurement of AC with paving interlayers reveals more rational results from the IDT mode test than the AMPT method due to similar stress conditions in the paving interlayer. With paving interlayers, the temperature sensitivity and cracking potential of AC material were reduced according to the results from the IDT creep test. Field survey results confirm that all sections reinforced with paving interlayers (G4, G50/50, and G100/100) had better cracking resistance than the control section.TenCate Geosynthetics North Americ

Bumpy Roads Ahead: America's Roughest Rides and Strategies to Make our Roads Smoother

These days, potholes and pavement deterioration make it a challenge to keep the wheel steady on America's roads and highways. More than a quarter of the nation's major urban roadways -- highways and major streets that are the main routes for commuters and commerce -- are in poor condition. These critical links in the nation's transportation system carry 78 percent of the approximately 2 trillion miles driven annually in urban America. With state and local governments unable to adequately fund road repairs and with the current federal surface transportation program set to expire on September 30, 2014, road conditions could get even worse in the future. In this report, TRIP examines the condition of the nation's major urban roads, including pavement condition data for America's most populous urban areas, recent trends in travel, the latest developments in repairing roads and building them to last longer, and the funding levels needed to adequately address America's deteriorated roadways. For the purposes of this report, an urban area includes the major city in a region and its neighboring or surrounding suburban areas. Pavement condition data are the latest available and are derived from the Federal Highway Administration's (FHWA) 2011 annual survey of state transportation officials on the condition of major state and locally maintained roads and highways, based on a uniform pavement rating index. The pavement rating index measures the level of smoothness of pavement surfaces, supplying information on the ride quality provided by road and highway surfaces

Performance Evaluation of Open Graded Base Course with Doweled and Non-Doweled Transverse Joints

The objectives of this study were to investigate the performance of 20-year old doweled/non-doweled and dense-graded/permeable base test sections on three concrete pavement segments in Wisconsin: USH 18/151 in Iowa and Dane counties, STH 29 in Brown County, and USH 151 in Columbia and Dane Counties. Five pavement bases were placed including: dense graded, asphalt-stabilized permeable, cement-stabilized permeable, and untreated permeable having two gradation sizes. USH 18/151 test sections had similar performance (PDI) for doweled unsealed pavement on dense and permeable base. Distresses common to all segments included slight to moderate distressed joints/cracks and slight transverse faulting. Asphalt-stabilized permeable base had no slab breakup or surface distresses, however it measured a greater severity of distressed joints and cracks. Non-doweled sections having asphalt-stabilized permeable base and Transverse Inter Channel drains had better performance and ride than the other non-doweled sections. IRI was generally higher on non-doweled pavements, but many doweled sections had an equal roughness to non-doweled sections. Sealed non-doweled joints produced a better performing pavement, however, sealant did not appear to improve ride. STH 29 unsealed sections performed better than the median PDI for the sealed sections. The sealed doweled pavement did perform a little better than the non-doweled section, but the opposite occurred on the non-doweled sections. Sealed doweled joints had a smoother ride than the other combinations. USH 151 test sections found the finer-graded New Jersey permeable base had the smoothest ride when compared to other permeable sections. Asphalt-stabilized permeable base had the roughest ride, and unstabilized and cement-stabilized permeable bases had intermediate values. The average hydraulic conductivity for the unstabilized permeable base was 17,481 feet per day and there appears little variation due to doweling or joint sealant. Deflection load transfer results indicate expected high average values for the doweled sections and fair to poor values for the non-doweled sections. Slab support ratios indicate variable results based on base type and joint reinforcement/sealant. Life-cycle cost analysis found dense-graded base was the least cost among all base alternatives, with a total estimated present-worth life-cycle cost of $665,133 per roadway mile. Untreated and asphalt-stabilized permeable bases were more expensive by 13% and 27%, respectively. Other factors in selecting dense-graded base over permeable base include project drainage conditions set forth in the FDM guidelines an anticipated increase in pavement surface roughness

Flood mitigation by permeable pavements in Chinese sponge city construction

It is important to evaluate the effectiveness of permeable pavements on flood mitigation at different spatial scales for their effective application, for example, sponge city construction in China. This study evaluated the effectiveness of three types of permeable pavements (i.e., permeable asphalts (PA), permeable concretes (PC), and permeable interlocking concrete pavers (PICP)) on flood mitigation at a community scale in China using a hydrological model. In addition, the effects of clogging and initial water content in permeable pavements on flood mitigation performance were assessed. The results indicated that in 12 scenarios, permeable pavements reduced total surface runoff by 1–40% and peak flow by 7–43%, respectively. The hydrological performance of permeable pavements was limited by clogging and initial water content. Clogging resulted in the effectiveness on total surface runoff reduction and peak flow reduction being decreased by 62–92% and 37–65%, respectively. By increasing initial water content at the beginning of the simulation, the effectiveness of total runoff reduction and peak flow reduction decreased by 57–85% and 37–67%, respectively. Overall, among the three types of permeable pavements, PC without clogging had the best performance in terms of flood mitigation, and PICP was the least prone to being clogged. Our findings demonstrate that both the type and the maintenance of permeable pavements have significant effects on their performance in the flood mitigation

Climate change and transport infrastructures: State of the art

Transport infrastructures are lifelines: They provide transportation of people and goods, in ordinary and emergency conditions, thus they should be resilient to increasing natural disasters and hazards. This work presents several technologies adopted around the world to adapt and defend transport infrastructures against effects of climate change. Three main climate change challenges have been examined: Air temperatures variability and extremization, water bombs, and sea level rise. For each type of the examined phenomena the paper presents engineered, and architectural solutions adopted to prevent disasters and protect citizens. In all cases, the countermeasures require deeper prediction of weather and climate conditions during the service life of the infrastructure. The experience gained supports the fact that strategies adopted or designed to contrast the effects of climate change on transport infrastructures pursue three main goals: To prevent the damages, protect the structures, and monitor and communicate to users the current conditions. Indeed, the analyses show that the ongoing climate change will increase its impact on transport infrastructures, exposing people to unacceptable risks. Therefore, prevention and protection measures shall be adopted more frequently in the interest of collective safety

Assessment and mitigation strategies to counteract overheating in urban historical areas in Rome

As urban overheating is increasing, there is a strong public interest towards mitigation strategies to enhance comfortable urban spaces, for their role in supporting urban metabolism and social life. The study presents an assessment of the existing thermal comfort and usage of San Silvestro Square in Rome during the summer, and performs the simulation of cooling strategies scenarios, to understand their mitigation potential for renovation projects. The first stage concerns a field analysis of the thermal and radiative environment on the 1st and 2nd of August 2014, including meteorological measurements and unobtrusive observations, to understand how people experience and respond to extreme microclimate conditions. In the second stage, the research proposes scenario simulations on the same day to examine the influence of cool colored materials, trees and vegetative surfaces on thermal comfort. The thermal comfort assessment was based on Physiologically Equivalent Temperature (PET), whereas microclimatic simulations were conducted with CFD calculations (ENVImet v.4.3.1). The first stage shows a strong relationship between lower PET values and attendance rate, depending on daily shading patterns. The second stage shows a relevant improvement of thermal comfort, with PET values of 12 °C comparing to the no-intervention scenario, associated with a combination of cool materials and trees

Laboratory and on-site tests for rapid runway repair

The attention to rapid pavement repair has grown fast in recent decades: this topic is strategic for the airport management process for civil purposes and peacekeeping missions. This work presents the results of laboratory and on-site tests for rapid runway repair, in order to analyse and compare technical and mechanical performances of 12 different materials currently used in airport. The study focuses on site repairs, a technique adopted most frequently than repairs with modular elements. After describing mechanical and physical properties of the examined materials (2 bituminous emulsions, 5 cement mortars, 4 cold bituminous mixtures and 1 expanding resin), the study presents the results of carried out mechanical tests. The results demonstrate that the best performing material is a one-component fast setting and hardening cement mortar with graded aggregates. This material allows the runway reopening 6 h after the work. A cold bituminous mixture (bicomponent premixed cold asphalt with water as catalyst) and the ordinary cement concrete allow the reopening to traffic after 18 h, but both ensure a lower service life (1000 coverages) than the cement mortar (10,000 coverages). The obtained results include important information both laboratory level and field, and they could be used by airport management bodies and road agencies when scheduling and evaluating pavement repairs

Characterization of Asphalt Treated Base Course Material

INE/AUTC 11.0