Asphalt pavement wear by studded tires – Effects of aggregate grading and amount of coarse aggregate

Snilsberg, Brynhild; Saba, Rabbira Garba; Uthus, Nils

doi:10.14311/ee.2016.072

Cited by 9 publications

(10 citation statements)

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“…The wear rate of aggregate is less than the wear rate of binder and pores in the case of asphalt concrete. Therefore, wear resistance of asphalt concrete primarily depends on the wear resistance of asphalt aggregate, which is perfectly observed in practice [5,6]. An increase in the quality of the aggregate and a decrease in the ball mill value by 5 percent in our case (Fig.…”

Section: Discussionsupporting

confidence: 81%

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Pavement wear process and abrasive wear resistance of asphalt concrete

2021

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The aim of the article is an improvement of abrasion resistance of materials of road pavements and giving practical recommendations during the pavement designing to the construction organizations. The Prall Test method was used to identify the factors influencing the wear resistance of asphalt concrete. Studied mixtures and materials are typical for the highway construction in the Russian Federation and the Republic of Tatarstan. The influence of such factors as the type of mix, the size of the aggregate, the type of binder and the quality of the aggregate was studied. The study shows that the increase of the wear resistance and coarseness of the aggregate when using a polymer-modified binder and the reduction of the content of air voids increase the wear resistance of asphalt concrete mixtures.

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Section: Discussionsupporting

confidence: 81%

“…Most authors [6] came to conclusion that abrasive wear of the pavement primarily depends on the several factors as a:…”

Section: Introductionmentioning

confidence: 99%

Pavement wear process and abrasive wear resistance of asphalt concrete

2021

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“…The calculation is described in detail in Rødland et al (2022). This method utilizes emission factors (EFs) for tire wear (Klein et al, 2017) and for road wear (Bakløkk et al, 1997;Horvli, 1996;Snilsberg, 2008;Snilsberg et al, 2016) to find the expected ratio of tire to PMB in each sample (SI-4 Tables S3 and S4). The EFs for road wear is adjusted to include the ratio of studded tires used for both personal and heavy vehicles at each site.…”

Section: Calculation Of Tire and Pmb Particlesmentioning

confidence: 99%

“…The abrasion of the road surface and the release of road particles are estimated to be heavily impacted by the ratio of personal vehicles (PV) versus heavy vehicles (HV), as well as the use of studded winter tires (Rødland et al, 2022). The release of road abrasion particles from studded PV is estimated to be between 5 and 10 g per vehicle kilometer driven (g/vkm) for stone mastic asphalt (SMA) and between 15 and 20 g/vkm for asphalt concrete (AC) (SI-4 Table S3) (Bakløkk et al, 1997;Horvli, 1996;Snilsberg et al, 2016). The estimated road abrasion for studded HV tires is roughly 5 times the value for PV, and the abrasion from non-studded winter tires and summer tires are expected to be 40 times lower compared to studded tires (Snilsberg, 2008).…”

Section: Introductionmentioning

confidence: 99%

Occurrence of Tire and Road Wear Particles in Urban and Peri-Urban Snowbanks, and Their Potential Environmental Implications

Rødland¹,

Lind²,

Reid³

et al. 2021

SSRN Journal

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“…Studded tires in cold climates, such as that in Norway, are a significant cause of pavement wear, resulting in longitudinal depressions in the wheel path of traffic lanes with high traffic volumes (Snilsberg et al 2016). Rutting has been found to be a weak indicator in the case of maintenance activities for low-traffic roads (Hyggen et al 2010;Bjørklimark and Mandal 2016).…”

Section: Summary Of Datamentioning

confidence: 99%

Estimation of Norwegian Asphalt Surfacing Lifetimes Using Survival Analysis Coupled with Road Spatial Data

Ebrahimi

Wallbaum

Svensson

et al. 2019

J. Transp. Eng., Part B: Pavements

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Combinations of different factors and their relative importance have a mixed effect on the longevity of pavements, which are essential to be understood to enhance long-term maintenance planning. This study used spatial road data from Norway followed by integrating temporal-spatial and statistical analyses to show a potential approach to estimate the lifetimes of asphalt surfacing. For the statistical part, a stratified Cox proportional hazard model was used to understand the relationship between longevity of surface mixtures and different factors, while avoiding having predefined assumptions rooted in deterministic modeling. In addition, rutting was used as the response variable to determine distress-specific asphalt surfacing lifetimes and to handle censored data. Inclusion of rutting as the response variable showed that the median technical lifetime of asphalt surfacing is about 2 years shorter than that of the maintenance activity records. The results showed the significance of each covariate; however, aggregate nominal maximum size and heavy traffic volume were consistently the significant covariates across the studied traffic classes. In addition, the results were fitted to reference categories in each covariate to show a practical approach to interpret absolute values of lifetimes from a survival table.

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Asphalt pavement wear by studded tires – Effects of aggregate grading and amount of coarse aggregate

Cited by 9 publications

References 0 publications

Pavement wear process and abrasive wear resistance of asphalt concrete

Pavement wear process and abrasive wear resistance of asphalt concrete

Occurrence of Tire and Road Wear Particles in Urban and Peri-Urban Snowbanks, and Their Potential Environmental Implications

Estimation of Norwegian Asphalt Surfacing Lifetimes Using Survival Analysis Coupled with Road Spatial Data

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