Indirect Skid Resistance Measurement for Porous Asphalt Pavement Management

Dell’Acqua, Gianluca; Luca, Mario De; Lamberti, Renato

doi:10.3141/2205-19

Cited by 25 publications

(13 citation statements)

References 8 publications

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“…It should be noted that the desired thickness of adhesive material applied at the interface was achieved by controlling the mass of adhesive material after knowing the density and coating area. The density of polyurethane, epoxy resin, and SBS modified asphalt is 1.003 g/cm 3 , 0.971 g/cm 3 and 1.030 g/cm 3 , respectively.…”

Section: Experimental Materialsmentioning

confidence: 99%

“…With the high air void content (18%-22%), OGFC offers safety advantages in terms of high skid resistance and no splash or spray in addition to its benefits in noise reduction and water runoff quality enhancement [3][4][5][6]. Despite of the functionality benefits of OGFC, engineering practices have found that the application of OGFC faces three challenges during the service life of pavement, including clogging of air voids [7,8], raveling [9][10][11], and freezing-induced damage in winter [12,13].…”

Section: Introductionmentioning

confidence: 99%

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Interface Shear Performance between Porous Polyurethane Mixture and Asphalt Sublayer

et al. 2018

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This paper aims to study interface shear performance between porous polyurethane mixture (PPM) and asphalt mixture with different adhesive materials. Polyurethane, epoxy resin, and SBS (styrene-butadiene-styrene) modified asphalt were selected as adhesive materials to fabricate composite specimens. The interface shear strength and shear fatigue life of composite specimen was measured using inclined shear test. The research results emphasizes that it is necessary to apply adhesive material to the interface between PPM and asphalt mixture, since the untreated interface shear strength is smaller than the ones between two asphalt mixtures. The interface shear strength is affected by the thickness of adhesive layer, temperature, and freezing-thaw condition. In general, the greatest interface shear strength was achieved by using epoxy resin followed by polyurethane and then SBS modified asphalt at 25 • C as the adhesive layer thickness is the same. However, the interface shear strengths of composite specimen with three adhesive materials are similar to each other at high and low temperatures (60 • C and −18 • C) or after freezing-thaw cycles. On the other hand, the composite specimen with epoxy resin as adhesive material has the longest fatigue life; while the SBS modified asphalt has the least fatigue life at 25 • C. The research findings can help select the appropriate adhesive materials and increase the durability and service life of pavement when PPM is used as road surface layer for safety and noise reduction.

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Section: Experimental Materialsmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Interface Shear Performance between Porous Polyurethane Mixture and Asphalt Sublayer

et al. 2018

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“…In addition, developed countries have road surface problems resulting from work zones, climatic conditions, and excessive loads etc. In order to detect and fix these mentioned problems, many countries have been working to monitor these deformations by utilizing special devices and techniques (TRB 2004;Oloufa et al 2004;Lee, Kim 2005;Battiato et al 2006;Dell' Acqua et al 2011;Strazdins et al 2011;Žilionienė et al 2013). Downloaded by [University of Sussex Library] at 14:26 28 June 2016…”

Section: Introducionmentioning

confidence: 99%

Effect of Road Surface Deformations on Lateral Lane Utilization and Longitudinal Driving Behaviours

Aydın

Topal

2016

Transport

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Various road surface deformations generally occur on urban and rural roads due to infrastructure, superstructure deficiencies and excessive heavy vehicle loads. In addition to driver-based errors, many accidents happen due to these mentioned surface deformations. This study aims to present lateral lane utilization and longitudinal driving behaviours on a two-lane deformed road. The effect of deformation on the tendency of drivers' lane selection, lane utilization, and the movement in traffic flow will also be determined. For this purpose, parameters such as lateral position, speed, acceleration/deceleration and location data of vehicles travelling through four different deformation zones on a two-lane road in Izmir (Turkey), were collected. Based on the fact that in ideal conditions, distribution of lateral positions of vehicles in a lane is similar to normal distribution. The collected data was evaluated with chi-square (χ 2 ) goodness of fit test to see if they are fit to normal distribution or not. This study concluded that if a deformation zone has wider area and less depth, it will be less effective on lateral lane utilization of vehicles. It was also obtained from the results that variation in other parameters such as deformation type, depth and height are associated with the lateral lane utilization of drivers. Additionally, the drivers' characteristics such as perception and aggressiveness are seen as the most important factors influencing the longitudinal vehicle behaviours while passing through the deformation zones.

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“…See also Dell'Acqua et al (2011b, 2012a. The parameter used in this study to assess the characteristics of the upper layer of the runway pavement, in order to evaluate its safety and function ability by De , is friction.…”

Section: Introductionmentioning

confidence: 99%

Preliminary Study on Runway Pavement Friction Decay Using Data Mining

Luca

Veropalumbo

Pirozzi

et al. 2016

Transportation Research Procedia

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Surfaces of airport pavements are subject to the friction decay phenomenon. A recurrent problem for the runways is represented by the deposits of vulcanized rubber of aircraft tires. This happens mainly in the touch-down areas during landing operations, and the loss of grip compromises the safety of both take-off and landing operations. This study moves from the International Civil Aviation Organization and the Italian Civil Aviation Authority provisions concerning runway friction measurement and reporting to a better way to analyze friction data. Being data mining the computational process of discovering patterns in a large data sets, data mining techniques are very helpful to reach this target. Unsupervised and supervised classification methods to analyze friction data detected by Grip Tester Trailer were employed. First, K-means and Subtractive Clustering were applied to divide data into a certain number of clusters representing the different areas of consumption. In a second time two different Classification and Regression Trees models, CART and GCHAID, were employed to split the data points of the runway into nodes. At the end of the process scatterplots were built and better visualized through non-linear regressions. The decay curves obtained were of service to compare the results achieved using data mining techniques versus the International Civil Aviation Organization and the Italian Civil Aviation Authority provisions in order to find out the best way to analyze friction data. The final goals are to assure an optimum scheduling of the Airport Pavement Management System, as well as users safety.

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Indirect Skid Resistance Measurement for Porous Asphalt Pavement Management

Cited by 25 publications

References 8 publications

Interface Shear Performance between Porous Polyurethane Mixture and Asphalt Sublayer

Interface Shear Performance between Porous Polyurethane Mixture and Asphalt Sublayer

Effect of Road Surface Deformations on Lateral Lane Utilization and Longitudinal Driving Behaviours

Preliminary Study on Runway Pavement Friction Decay Using Data Mining

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