A Practical Approach to Incorporate Roughness-Induced Dynamic Loads in Pavement Design and Performance Prediction

Goenaga, Boris; Fuentes, Luis; Mora, Otto

doi:10.1007/s13369-018-3414-9

Cited by 15 publications

(9 citation statements)

References 18 publications

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“…CBR Design Value comparative analysis revealed non-homogeneous differences between selected methods in the sixth homogeneous division of the number five track section, located at the Bolivar Department, Colombia. The results of the study are shown following the traffic, represented on ESALs because it's considered a fundamental parameter in the design and behaviour prediction of pavement structure [10]. Table 7 contains the results of the CBR Design Values calculated using the Asphalt Institute Method, while Table 8 presents the CBR Design Values calculated with the Mean Criterion Method.…”

Section: Resultsmentioning

confidence: 99%

Analysis of CBR design value selection methods on flexible pavement design: Colombia case study

Mora¹,

Murillo²,

Rosania³

et al. 2020

IJET

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A comparative analysis was carried out to observe the variation of a flexible pavement structural thickness, due to the use of different meth-ods to calculate the CBR design value, as an essential variable to estimate the Subgrade Resilient Modulus (Mr) through an empirical corre-lation. The Asphalt Institute Method and the Mean Criterion Method were applied to calculate de Design CBR value of a homogeneous roadway division from a representative track section located in the Bolivar Department, Colombia. As a result, the Design Percentiles of the CBR design unit were expanded for the Asphalt Institute method, thus, allowing the approach of more reliable and safe designs, considering that this method limits the selection percentiles to three traffic levels.

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Section: Resultsmentioning

confidence: 99%

Analysis of CBR design value selection methods on flexible pavement design: Colombia case study

Mora¹,

Murillo²,

Rosania³

et al. 2020

IJET

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“…It is important to mention that a linear-elastic analysis does not take into consideration the viscoelastic properties of asphalt pavements that would mitigate dynamic effects ( 9 , 29 ). It is well known that the mechanical response of asphalt is governed by both temperature and loading frequency (vehicle speed).…”

Section: Simulation Of Dynamic Loadsmentioning

confidence: 99%

“…Moreover, pavement surface irregularities with wavelengths of the order of 0.6 to 15 m (2.0 to 49 ft), generally referred to as pavement roughness, can measurably increase the vertical movements of a vehicle, which introduces dynamic loads at the tire-pavement interface. Because a speed bump is an irregularity in a road profile, it is expected that in its vicinity a vehicle that passes over it generates consistently higher loads that could accelerate the pavement deterioration process (6)(7)(8)(9)(10).…”

mentioning

confidence: 99%

“…Transportation Research Record 2674 (9) pavement damage that is produced around a speed bump as a result of heavy vehicles. Similarly, Molan and Kordani (19) investigated the dynamic effect of speed hump geometry on the load transmitted to the pavement and the acceleration generated in the suspension system of a passenger car, they also simulated the vehicle dynamic using a half vehicle model.…”

mentioning

confidence: 99%

“…Transportation Research Record 2674 (9) concluded that the magnitude of the load peak is inversely proportional to the bump length. Following the method outlined in previous sections, the damage was calculated for each simulation scenario using a combination of linear-elastic analysis and empirical damage functions.…”

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confidence: 99%

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Effect of Speed Bumps on Pavement Condition

Goenaga

Underwood

Fuentes

2020

Transportation Research Record

Self Cite

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Speed bumps are efficient traffic calming devices that allow transport authorities to control vehicle speeds and improve safety in specific locations. Though frequently used in residential areas, they have become increasing prevalent in other higher volume roadways (particularly in developing countries), because of their effectiveness, low-cost of implementation, and easy installation process. However, in these countries there is no proper technical guidance for speed bump design and implementation, which is why one can often find these devices placed on an arterial highway or on roads where the proportion of trucks is high. The most important consequence of placing a speed bump on a road with large numbers of trucks is that the pavement deterioration process will accelerate as a result of the induced vibrations and bouncing of a truck’s suspension. In this paper the relationship between the bump geometry—length and height—and the dynamic load transmitted to the pavement is studied. A full truck model has been used to simulate the vehicle dynamics while passing over the bump, to estimate the demand imposed over the pavement. Damage was calculated for each simulation scenario using a combination of linear-elastic analysis and empirical damage functions. The geometry that leads to less damage is the circular, with a minimum length of two meters and a maximum height of ten centimeters.

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Comparison of Dynamic Loads Generated by Truck with Dual Tires and Wide Base Tires

Tharun¹,

Srikanth²,

Chowdary³

2022

Recent Advances in Transportation Systems Engineering and Management

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A Practical Approach to Incorporate Roughness-Induced Dynamic Loads in Pavement Design and Performance Prediction

Cited by 15 publications

References 18 publications

Analysis of CBR design value selection methods on flexible pavement design: Colombia case study

Analysis of CBR design value selection methods on flexible pavement design: Colombia case study

Effect of Speed Bumps on Pavement Condition

Comparison of Dynamic Loads Generated by Truck with Dual Tires and Wide Base Tires

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