The new Mechanistic-Empirical Pavement Design Guide (MEPDG) design and analysis procedures defines
the exact traffic loading by defining the specific number of each vehicle class and the use of axle load
distribution factors instead of the equivalent single axle load (ESAL). The number of traffic inputs (parameters)
in MEPDG was found to be 17024. This research aimed to evaluate the sensitivity of the predicted flexible
pavement distress to vehicle class and tire pressure in MEPDG. To evaluate the impact of vehicle (truck) class
on pavement sections, different cases of loading were analyzed. For each case, the MEPDG Ver. 1.1 was used to
evaluate the effect of tire pressure by solving each case for a tire pressure of 120 and 140 psi. The effect of the
traffic parameters on asphalt pavement (AC) rutting, base rutting, subgrade rutting, international roughness
index (IRI), longitudinal cracking and fatigue (alligator) cracking were investigated.
It was found that vehicle class distribution (VCD) would cause clear impact (comparable to the effect of
AADTT level) only if the major traffic is of specific class (very light or very heavy). If this is not the case, the
vehicle class distribution will not be a significant factor that affects the final design because most of the trucks
had similar impact on flexible pavement distresses. The impact of tire pressure is clear on longitudinal cracking,
fatigue cracking and AC rutting, and have no significant impact on both base and subgrade rutting.
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This document discusses an economic impact analysis model for accelerated bridge construction projects. The key points are:
1. The model categorizes costs into user costs, environmental costs, and economic activity costs to quantify the full economic impact of construction projects.
2. User costs include driver delay costs, vehicle operating costs, accident costs, and similar passenger costs. Environmental costs consider air pollution, water contamination, and climate change. Economic activity costs examine impacts to local businesses.
3. Accelerated bridge construction brings benefits like reduced traffic disruption but also higher initial costs. This model
IRJET - To Study Impact of Road Roughness on Free Flow Speed of VehicleIRJET Journal
This document summarizes a study on the impact of road roughness on vehicle speed. It begins by introducing the topic of road roughness and how it is typically measured. It then reviews past literature on how road roughness affects factors like ride comfort, pavement deterioration, safety, and maintenance costs. The study aims to determine how road roughness specifically impacts free flow vehicle speed. It outlines the methodology of using a leveling staff and auto level to measure road roughness profiles. The study area selected is a road in Nashik, India. Results found that increasing roughness decreases vehicle speed, fuel economy, passenger comfort, and increases vehicle damage. In conclusion, road roughness is shown to negatively impact transportation conditions and development.
The Per Mile Costs of Operating Automobiles and TrucksDivyanshu Dayal
This document summarizes a report on methods for calculating the variable costs of operating personal vehicles and trucks. It develops baseline per-mile costs for different vehicle types based on current data, and provides adjustment factors to account for factors like driving conditions, pavement quality, and future cost changes. For personal vehicles, it estimates a baseline cost of 17.1 cents per mile based on Minnesota's vehicle fleet. For trucks, the baseline is 43.4 cents per mile. Adjustment factors are provided to account for issues like city driving versus highway driving. The report aims to provide a flexible yet easy-to-use tool for estimating operating costs in transportation project evaluation and planning.
This document presents a pavement design guide for highways in different climatic zones in Sudan. It conducted detailed subgrade soil studies across 10 locations representing different climate zones. It also analyzed socioeconomic factors like GDP growth to determine appropriate traffic growth rates of 5%, 6%, and 7% for pavement design. Traffic surveys were done on 8 highways to obtain loading scenarios. The Asphalt Institute design method was used along with the SW-1 software to determine subgrade strength categories based on CBR and resilient modulus tests. The results will be used to develop a design catalogue of structural pavement designs for Sudan.
IRJET- Non-Destructive Test Application in Civil InfrastructureIRJET Journal
This document discusses non-destructive testing (NDT) methods for assessing the condition of civil infrastructure. It reviews 13 NDT techniques including ultrasonic pulse velocity, surface hardness, impact-echo, ground penetrating radar, and others. For each technique it discusses the applications, advantages, accuracy, limitations, instrumentation, and standards. The goal of the techniques is to allow engineers to evaluate infrastructure for strength, damage, and needed maintenance in a non-destructive manner. Understanding which techniques are suitable and how to properly conduct NDT surveys is important for accurately assessing structural conditions.
Development of Speed Profile Model for Two-Lane Rural Roadinventionjournals
It's desirable to make road design match with driver's expectation and consistency of road design implies harmonized connection among road design elements. A road alignment safety evaluation based on road design consistency which has been accelerated recently is designed to calculate the variation of driving speed depending on geometric structure based on operating speed profile and the result is used as the index in evaluating the design consistency. Instead of the safety of individual road design elements (tangent or curve), consistency of continuous design elements is rather stressed. Under such background, driving speed prediction model at horizontal curve/tangent and acceleration/deceleration model at entry and exit of horizontal curve were developed in this study in a bid to evaluate the alignment safety of a 2-lane rural road, which will be used to supplement current road design standard to operating speed-based standard so as to make commitment to designing the road from driver's standpoint, not the viewpoint of road designer or policy-maker.
This document discusses evaluating the characteristics of existing flexible pavements through non-destructive testing methods. It provides background on the increasing usage of road infrastructure globally and the need to evaluate pavement strength and durability. The document focuses on using the Benkelman Beam test to measure pavement deflections under load and analyze structural capacity. It reviews several past studies that have evaluated relationships between Benkelman Beam test results and other testing methods and explored using deflection measurements to determine rehabilitation needs.
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This document discusses an economic impact analysis model for accelerated bridge construction projects. The key points are:
1. The model categorizes costs into user costs, environmental costs, and economic activity costs to quantify the full economic impact of construction projects.
2. User costs include driver delay costs, vehicle operating costs, accident costs, and similar passenger costs. Environmental costs consider air pollution, water contamination, and climate change. Economic activity costs examine impacts to local businesses.
3. Accelerated bridge construction brings benefits like reduced traffic disruption but also higher initial costs. This model
IRJET - To Study Impact of Road Roughness on Free Flow Speed of VehicleIRJET Journal
This document summarizes a study on the impact of road roughness on vehicle speed. It begins by introducing the topic of road roughness and how it is typically measured. It then reviews past literature on how road roughness affects factors like ride comfort, pavement deterioration, safety, and maintenance costs. The study aims to determine how road roughness specifically impacts free flow vehicle speed. It outlines the methodology of using a leveling staff and auto level to measure road roughness profiles. The study area selected is a road in Nashik, India. Results found that increasing roughness decreases vehicle speed, fuel economy, passenger comfort, and increases vehicle damage. In conclusion, road roughness is shown to negatively impact transportation conditions and development.
The Per Mile Costs of Operating Automobiles and TrucksDivyanshu Dayal
This document summarizes a report on methods for calculating the variable costs of operating personal vehicles and trucks. It develops baseline per-mile costs for different vehicle types based on current data, and provides adjustment factors to account for factors like driving conditions, pavement quality, and future cost changes. For personal vehicles, it estimates a baseline cost of 17.1 cents per mile based on Minnesota's vehicle fleet. For trucks, the baseline is 43.4 cents per mile. Adjustment factors are provided to account for issues like city driving versus highway driving. The report aims to provide a flexible yet easy-to-use tool for estimating operating costs in transportation project evaluation and planning.
This document presents a pavement design guide for highways in different climatic zones in Sudan. It conducted detailed subgrade soil studies across 10 locations representing different climate zones. It also analyzed socioeconomic factors like GDP growth to determine appropriate traffic growth rates of 5%, 6%, and 7% for pavement design. Traffic surveys were done on 8 highways to obtain loading scenarios. The Asphalt Institute design method was used along with the SW-1 software to determine subgrade strength categories based on CBR and resilient modulus tests. The results will be used to develop a design catalogue of structural pavement designs for Sudan.
IRJET- Non-Destructive Test Application in Civil InfrastructureIRJET Journal
This document discusses non-destructive testing (NDT) methods for assessing the condition of civil infrastructure. It reviews 13 NDT techniques including ultrasonic pulse velocity, surface hardness, impact-echo, ground penetrating radar, and others. For each technique it discusses the applications, advantages, accuracy, limitations, instrumentation, and standards. The goal of the techniques is to allow engineers to evaluate infrastructure for strength, damage, and needed maintenance in a non-destructive manner. Understanding which techniques are suitable and how to properly conduct NDT surveys is important for accurately assessing structural conditions.
Development of Speed Profile Model for Two-Lane Rural Roadinventionjournals
It's desirable to make road design match with driver's expectation and consistency of road design implies harmonized connection among road design elements. A road alignment safety evaluation based on road design consistency which has been accelerated recently is designed to calculate the variation of driving speed depending on geometric structure based on operating speed profile and the result is used as the index in evaluating the design consistency. Instead of the safety of individual road design elements (tangent or curve), consistency of continuous design elements is rather stressed. Under such background, driving speed prediction model at horizontal curve/tangent and acceleration/deceleration model at entry and exit of horizontal curve were developed in this study in a bid to evaluate the alignment safety of a 2-lane rural road, which will be used to supplement current road design standard to operating speed-based standard so as to make commitment to designing the road from driver's standpoint, not the viewpoint of road designer or policy-maker.
This document discusses evaluating the characteristics of existing flexible pavements through non-destructive testing methods. It provides background on the increasing usage of road infrastructure globally and the need to evaluate pavement strength and durability. The document focuses on using the Benkelman Beam test to measure pavement deflections under load and analyze structural capacity. It reviews several past studies that have evaluated relationships between Benkelman Beam test results and other testing methods and explored using deflection measurements to determine rehabilitation needs.
Cam presentation current status & master plan_rd_05_jan18Sok-Tharath CHREUNG
The document discusses Cambodia's railway system. It provides background on Cambodia including its size, population, GDP, and major ports. It then discusses Cambodia's railway master plan which includes rehabilitating the existing northern line from Phnom Penh to Poipet and future plans to construct additional main lines and branches. It notes the northern line rehabilitation is ongoing and aims to upgrade sections to support 20 tonne axle loads. The document also provides organizational details about Cambodia's Railway Department which oversees railway development and concessions.
Two design methods were used to quantify the improvements of using geotextiles in pavements. In this study, a comprehensive life cycle cost analysis framework was developed and used to quantify the initial and the future cost of 25 representative low volume road design alternatives. A 50 year analysis cycle was used to compute the cost-effectiveness ratio when geotextiled is used for the design methods. The effects of three flexible pavement design parameters were evaluated; and their impact on the results was investigated.
Geometry condition survey from panthapath to russel square report submited by...Pronob Ghosh
This document describes the methodology for conducting a roadway condition survey in Dhaka, Bangladesh. The survey involves both manual and automated methods. For the manual survey, raters will walk or drive along the road and record distresses on the pavement surface, intersections, traffic signals, signs, and other elements. The automated survey uses a specialized vehicle to quickly collect pavement condition data at highway speeds. The results of the survey will be used to assess maintenance needs and plan repairs for the roadway.
Capacity & Level of Service: Highways & Signalized Intersections (Indo-HCM)Vijai Krishnan V
The document discusses capacity and level of service analysis for highways and signalized intersections using the Indian Highway Capacity Manual (Indo-HCM) methodology. It provides an overview of the Indo-HCM framework, compares it to the US Highway Capacity Manual, and presents step-by-step calculations for determining the capacity and level of service of highways using the Indo-HCM approach. A sample problem is also included to demonstrate the application of the Indo-HCM methodology.
This document describes a study that calculated and compared Passenger Car Equivalents (PCEs) at midway locations and intersections on urban arterial roads between India (Chennai and Mumbai) and the U.S. (Lincoln, NE). Data was collected using various methods at the different locations during off-peak and peak hours. PCEs were then calculated using headway, delay, and speed-area methods. The results found that PCEs in India tended to be higher than in the U.S., and there was more variance in Indian PCE values. Differences between calculation methods and time periods were not always significant. The study aimed to recommend PCE values for use in India and the U.S
IRJET- A Review of Pavement Condition Rating Models for Flexible PavementsIRJET Journal
This document reviews various pavement condition rating models used globally to quantify the condition of flexible pavements. It discusses several models including the Present Serviceability Index (PSI), Pavement Condition Index (PCI), Texas Department of Transportation (TxDOT) method, and the Federal Highway Administration (FHWA) model. The PCI model is highlighted as it uses deduct values and weighting factors to incorporate distress type, severity, and amount into a single 0-100 index score. The review aims to evaluate different agency models and help refine guidelines for determining the pavement condition index in India.
03 Traffic Stream Characteristics (Traffic Engineering هندسة المرور & Prof. S...Hossam Shafiq I
This document outlines the topics and objectives for CE 436 Traffic Engineering taught by Prof. Saad AlGadhi at King Saud University. The course will cover traffic stream characteristics including microscopic parameters like headways and spacing, and macroscopic parameters like flow, speed, and density. It will discuss the relationships between these parameters and introduce common traffic flow models. Homework assignments include problems analyzing speed-flow-density relationships and applying the hydrodynamic traffic flow theory.
The document discusses the design of an expressway in India. It includes sections on the need for expressways to reduce travel time and improve safety. Traffic data was collected including average daily volumes of different vehicle types. Geometric design considerations are outlined for the expressway such as a design speed of 120 kmph, lane width of 21m, and sight distances. Pavement design was conducted using a traffic volume of 7.2 million standard axles over 15 years, determining a pavement thickness of 660mm. The layout and future scope of increasing expressway construction to reduce congestion are also mentioned.
This document summarizes a traffic volume study conducted at Tejgaon Industrial Area in Dhaka, Bangladesh. A team of 5 students conducted classified manual counts of vehicles traveling along Shaheed Tajuddin Ahmed Avenue between Shatrasta and the flyover for 15 minutes intervals. Over 5,000 vehicles were counted, with the highest percentages being cars (54%) and CNG auto-rickshaws (22%). The average service flow rate was higher for traffic traveling from Shatrasta to the flyover compared to the opposite direction, reflecting peak travel patterns. Directional splits showed 55% of total traffic traveled from Shatrasta to the flyover.
The document discusses optimizing traffic flow at the UKM intersection in Bangi, Malaysia using the SIDRA Intersection software. It involves collecting input data on traffic volumes, developing a base model of the existing intersection, and then performing four modifications in simulations to analyze impacts on delays, costs, fuel consumption and CO2 emissions: 1) Optimizing the cycle time from 164 to 150 seconds, 2) Changing from a four phase to two phase signal, 3) Adding slip lanes to all approaches, and 4) Adding an additional lane to each approach and exit. The results show reductions in delays, costs, fuel use and CO2 emissions from the base case with each subsequent modification.
This document discusses a traffic analysis project on Gomti Nagar in Lucknow, India with respect to pedestrian facilities. It provides background on traffic studies and their purpose in evaluating transportation systems. It also outlines different types of traffic counts and analysis methods, including manual counts, cordon counts, screen line counts, intersection counts, and pedestrian counts. The document describes the project timeline and concludes that future transportation investments in the area must be strategically coordinated with land use plans to maximize benefits.
The document analyzes the performance of Nagavara Junction in Bengaluru using SIDRA INTERSECTION software. It provides inputs on the layout and traffic volumes collected at the four-way signalized intersection. The software output includes the level of service, degree of saturation, delay times and queue lengths. The analysis finds the current intersection performance at LOS F, indicating high congestion. It concludes that changing the signal timing by increasing the cycle length and phase times could help improve traffic flow and increase the level of service for commuters.
Experimental investigation of inmitiable platform on heavy vehicle chassis ij...Dr.Vikas Deulgaonkar
This research paper deals with the experimental investigation of a unique platform structure by evaluation of strain through experimental technique. Strain characteristics at critical locations on the structure are evaluated for dynamic load. Strain gauge categorization for experimentation of the platform structure is described. Different nature of stresses at significant locations is evaluated with the aid of linear and rosette gauges. Present-day data acquisition systems are utilized for acquiring the strain values. Static and dynamic strain values are evaluated for constant speeds on cross-country track.
The experimentation reveals exact strain values, as there are no assumptions for measurement. Cross-country road characteristics are exactly simulated for this measurement process. The optimum vehicle speed is maintained for the entire measurement process. Tri-axial values of strains are calculated using rosette reduction technique. Linear strain values are evaluated on longitudinal members of the platform structure. Values of strain acquired different locations reveal the critical areas of the structure for possible design modifications
A traffic engineering firm conducted a capacity review of a proposed single lane roundabout at the intersection of SR 28 and Coon Street in Kings Beach, California using 2008 traffic volumes. Their analysis using RODEL software found that at a 50th percentile confidence level, the roundabout would operate at Level of Service C, but at an 85th percentile confidence level, which accounts for urban factors, it would operate at Level of Service F with significant delays. They determined that a single lane roundabout would not have adequate capacity based on the 2008 traffic volumes and urban conditions at this intersection.
This document provides a project report on the design of a flexible pavement for the SDITS campus. It was submitted by a team of 5 civil engineering students at Shri Dadaji Institute of Technology and Science in Khandwa, India, in partial fulfillment of their Bachelor of Engineering degree. The report includes chapters on literature review, proposed methodology, surveying and leveling of the site, laboratory tests conducted, design and results, conclusions, and references. The team conducted a topographic survey of the existing road, took soil samples for testing, designed the pavement structure using the California Bearing Ratio method, and provided a cost estimate for constructing the flexible pavement on the SDITS campus.
This document is a resume for Bharadwaj Bommanayakanahalli summarizing his education, skills, experience, projects and publications. He received a Master's degree in Transportation Engineering from Texas A&M University and a Bachelor's degree in Civil Engineering from NIT Warangal, India. His experience includes graduate research assistant roles at Texas A&M Transportation Institute focusing on signs, markings and roadway safety. He has extensive coursework and skills in traffic and transportation engineering and software. His projects involve safety and operational analysis, design and cost estimation. He has authored publications in the Transportation Research Record.
The document summarizes a study on rehabilitating an 8 km section of the Altaji-Baghdad highway in Iraq. Laboratory and field testing was conducted to determine the existing pavement conditions and traffic volumes. Various types of failures like rutting, cracking, and potholes were found. An equivalent single axle load was calculated based on traffic data and used to determine the required overlay thickness according to the Asphalt Institute Manual. The recommended rehabilitation plan involves scraping and cleaning rutted areas, constructing 50mm and 55mm asphalt layers, and a 10-15cm subbase layer to increase the highway's service life and capacity.
This document discusses road asset management and maintenance reform in the Republic of Moldova. It outlines the need to collect inventory, condition, and traffic data to inform planning and investment strategies. Specific recommendations include developing an inspection manual to standardize condition data collection, calibrating the data to the HDM-4 model, and purchasing equipment to monitor the national and secondary road network. The document also provides guidance on collecting the appropriate level of detail needed for network- versus project-level analyses to support maintenance program and project decision making.
Masdar City : A Model of Urban Environmental SustainabilityIJERA Editor
Masdar City is an archeology project in Abu Dhabi, in the United Arab Emirates. Its core is a planned city,
which is being built by Masdar, a subsidiary of Mubadala Development Company, with the majority of seed
capital provided by the government of Abu Dhabi. Designed by the British architectural firm Foster and Partners
and engineering and environmental consultancy Mott MacDonald, the city will rely entirely on solar energy and
other renewable energy sources, with a zero waste ecology. It initially aimed to be a sustainable zero-carbon carfree
city. . This article is a case study about “Masdar City,” a planned carbon-neutral town in Abu Dhabi. The
article describes the key characteristics of Masdar City.
Cam presentation current status & master plan_rd_05_jan18Sok-Tharath CHREUNG
The document discusses Cambodia's railway system. It provides background on Cambodia including its size, population, GDP, and major ports. It then discusses Cambodia's railway master plan which includes rehabilitating the existing northern line from Phnom Penh to Poipet and future plans to construct additional main lines and branches. It notes the northern line rehabilitation is ongoing and aims to upgrade sections to support 20 tonne axle loads. The document also provides organizational details about Cambodia's Railway Department which oversees railway development and concessions.
Two design methods were used to quantify the improvements of using geotextiles in pavements. In this study, a comprehensive life cycle cost analysis framework was developed and used to quantify the initial and the future cost of 25 representative low volume road design alternatives. A 50 year analysis cycle was used to compute the cost-effectiveness ratio when geotextiled is used for the design methods. The effects of three flexible pavement design parameters were evaluated; and their impact on the results was investigated.
Geometry condition survey from panthapath to russel square report submited by...Pronob Ghosh
This document describes the methodology for conducting a roadway condition survey in Dhaka, Bangladesh. The survey involves both manual and automated methods. For the manual survey, raters will walk or drive along the road and record distresses on the pavement surface, intersections, traffic signals, signs, and other elements. The automated survey uses a specialized vehicle to quickly collect pavement condition data at highway speeds. The results of the survey will be used to assess maintenance needs and plan repairs for the roadway.
Capacity & Level of Service: Highways & Signalized Intersections (Indo-HCM)Vijai Krishnan V
The document discusses capacity and level of service analysis for highways and signalized intersections using the Indian Highway Capacity Manual (Indo-HCM) methodology. It provides an overview of the Indo-HCM framework, compares it to the US Highway Capacity Manual, and presents step-by-step calculations for determining the capacity and level of service of highways using the Indo-HCM approach. A sample problem is also included to demonstrate the application of the Indo-HCM methodology.
This document describes a study that calculated and compared Passenger Car Equivalents (PCEs) at midway locations and intersections on urban arterial roads between India (Chennai and Mumbai) and the U.S. (Lincoln, NE). Data was collected using various methods at the different locations during off-peak and peak hours. PCEs were then calculated using headway, delay, and speed-area methods. The results found that PCEs in India tended to be higher than in the U.S., and there was more variance in Indian PCE values. Differences between calculation methods and time periods were not always significant. The study aimed to recommend PCE values for use in India and the U.S
IRJET- A Review of Pavement Condition Rating Models for Flexible PavementsIRJET Journal
This document reviews various pavement condition rating models used globally to quantify the condition of flexible pavements. It discusses several models including the Present Serviceability Index (PSI), Pavement Condition Index (PCI), Texas Department of Transportation (TxDOT) method, and the Federal Highway Administration (FHWA) model. The PCI model is highlighted as it uses deduct values and weighting factors to incorporate distress type, severity, and amount into a single 0-100 index score. The review aims to evaluate different agency models and help refine guidelines for determining the pavement condition index in India.
03 Traffic Stream Characteristics (Traffic Engineering هندسة المرور & Prof. S...Hossam Shafiq I
This document outlines the topics and objectives for CE 436 Traffic Engineering taught by Prof. Saad AlGadhi at King Saud University. The course will cover traffic stream characteristics including microscopic parameters like headways and spacing, and macroscopic parameters like flow, speed, and density. It will discuss the relationships between these parameters and introduce common traffic flow models. Homework assignments include problems analyzing speed-flow-density relationships and applying the hydrodynamic traffic flow theory.
The document discusses the design of an expressway in India. It includes sections on the need for expressways to reduce travel time and improve safety. Traffic data was collected including average daily volumes of different vehicle types. Geometric design considerations are outlined for the expressway such as a design speed of 120 kmph, lane width of 21m, and sight distances. Pavement design was conducted using a traffic volume of 7.2 million standard axles over 15 years, determining a pavement thickness of 660mm. The layout and future scope of increasing expressway construction to reduce congestion are also mentioned.
This document summarizes a traffic volume study conducted at Tejgaon Industrial Area in Dhaka, Bangladesh. A team of 5 students conducted classified manual counts of vehicles traveling along Shaheed Tajuddin Ahmed Avenue between Shatrasta and the flyover for 15 minutes intervals. Over 5,000 vehicles were counted, with the highest percentages being cars (54%) and CNG auto-rickshaws (22%). The average service flow rate was higher for traffic traveling from Shatrasta to the flyover compared to the opposite direction, reflecting peak travel patterns. Directional splits showed 55% of total traffic traveled from Shatrasta to the flyover.
The document discusses optimizing traffic flow at the UKM intersection in Bangi, Malaysia using the SIDRA Intersection software. It involves collecting input data on traffic volumes, developing a base model of the existing intersection, and then performing four modifications in simulations to analyze impacts on delays, costs, fuel consumption and CO2 emissions: 1) Optimizing the cycle time from 164 to 150 seconds, 2) Changing from a four phase to two phase signal, 3) Adding slip lanes to all approaches, and 4) Adding an additional lane to each approach and exit. The results show reductions in delays, costs, fuel use and CO2 emissions from the base case with each subsequent modification.
This document discusses a traffic analysis project on Gomti Nagar in Lucknow, India with respect to pedestrian facilities. It provides background on traffic studies and their purpose in evaluating transportation systems. It also outlines different types of traffic counts and analysis methods, including manual counts, cordon counts, screen line counts, intersection counts, and pedestrian counts. The document describes the project timeline and concludes that future transportation investments in the area must be strategically coordinated with land use plans to maximize benefits.
The document analyzes the performance of Nagavara Junction in Bengaluru using SIDRA INTERSECTION software. It provides inputs on the layout and traffic volumes collected at the four-way signalized intersection. The software output includes the level of service, degree of saturation, delay times and queue lengths. The analysis finds the current intersection performance at LOS F, indicating high congestion. It concludes that changing the signal timing by increasing the cycle length and phase times could help improve traffic flow and increase the level of service for commuters.
Experimental investigation of inmitiable platform on heavy vehicle chassis ij...Dr.Vikas Deulgaonkar
This research paper deals with the experimental investigation of a unique platform structure by evaluation of strain through experimental technique. Strain characteristics at critical locations on the structure are evaluated for dynamic load. Strain gauge categorization for experimentation of the platform structure is described. Different nature of stresses at significant locations is evaluated with the aid of linear and rosette gauges. Present-day data acquisition systems are utilized for acquiring the strain values. Static and dynamic strain values are evaluated for constant speeds on cross-country track.
The experimentation reveals exact strain values, as there are no assumptions for measurement. Cross-country road characteristics are exactly simulated for this measurement process. The optimum vehicle speed is maintained for the entire measurement process. Tri-axial values of strains are calculated using rosette reduction technique. Linear strain values are evaluated on longitudinal members of the platform structure. Values of strain acquired different locations reveal the critical areas of the structure for possible design modifications
A traffic engineering firm conducted a capacity review of a proposed single lane roundabout at the intersection of SR 28 and Coon Street in Kings Beach, California using 2008 traffic volumes. Their analysis using RODEL software found that at a 50th percentile confidence level, the roundabout would operate at Level of Service C, but at an 85th percentile confidence level, which accounts for urban factors, it would operate at Level of Service F with significant delays. They determined that a single lane roundabout would not have adequate capacity based on the 2008 traffic volumes and urban conditions at this intersection.
This document provides a project report on the design of a flexible pavement for the SDITS campus. It was submitted by a team of 5 civil engineering students at Shri Dadaji Institute of Technology and Science in Khandwa, India, in partial fulfillment of their Bachelor of Engineering degree. The report includes chapters on literature review, proposed methodology, surveying and leveling of the site, laboratory tests conducted, design and results, conclusions, and references. The team conducted a topographic survey of the existing road, took soil samples for testing, designed the pavement structure using the California Bearing Ratio method, and provided a cost estimate for constructing the flexible pavement on the SDITS campus.
This document is a resume for Bharadwaj Bommanayakanahalli summarizing his education, skills, experience, projects and publications. He received a Master's degree in Transportation Engineering from Texas A&M University and a Bachelor's degree in Civil Engineering from NIT Warangal, India. His experience includes graduate research assistant roles at Texas A&M Transportation Institute focusing on signs, markings and roadway safety. He has extensive coursework and skills in traffic and transportation engineering and software. His projects involve safety and operational analysis, design and cost estimation. He has authored publications in the Transportation Research Record.
The document summarizes a study on rehabilitating an 8 km section of the Altaji-Baghdad highway in Iraq. Laboratory and field testing was conducted to determine the existing pavement conditions and traffic volumes. Various types of failures like rutting, cracking, and potholes were found. An equivalent single axle load was calculated based on traffic data and used to determine the required overlay thickness according to the Asphalt Institute Manual. The recommended rehabilitation plan involves scraping and cleaning rutted areas, constructing 50mm and 55mm asphalt layers, and a 10-15cm subbase layer to increase the highway's service life and capacity.
This document discusses road asset management and maintenance reform in the Republic of Moldova. It outlines the need to collect inventory, condition, and traffic data to inform planning and investment strategies. Specific recommendations include developing an inspection manual to standardize condition data collection, calibrating the data to the HDM-4 model, and purchasing equipment to monitor the national and secondary road network. The document also provides guidance on collecting the appropriate level of detail needed for network- versus project-level analyses to support maintenance program and project decision making.
Masdar City : A Model of Urban Environmental SustainabilityIJERA Editor
Masdar City is an archeology project in Abu Dhabi, in the United Arab Emirates. Its core is a planned city,
which is being built by Masdar, a subsidiary of Mubadala Development Company, with the majority of seed
capital provided by the government of Abu Dhabi. Designed by the British architectural firm Foster and Partners
and engineering and environmental consultancy Mott MacDonald, the city will rely entirely on solar energy and
other renewable energy sources, with a zero waste ecology. It initially aimed to be a sustainable zero-carbon carfree
city. . This article is a case study about “Masdar City,” a planned carbon-neutral town in Abu Dhabi. The
article describes the key characteristics of Masdar City.
This very short document expresses enjoyment of eating Fem Panellets. It states they are delicious and uses onomatopoeic words to represent the sounds of eating. In just a few words, it conveys positive sentiment towards this food product.
Para una fundamentación a los aspectos teóricos que serán tratados en la conferencia, puede consultarse el texto adjunto: Hargreaves, A. Replantear el cambio educativo. Buenos Aires: Amorrortu Editores, 1997. En el marco de este evento se realizará el lanzamiento del libro: Memorias de la Escuela Pública.
Thermal Simulation of Biogas Plants Using Mat LabIJERA Editor
The major prerequisite for the optimum production of methane from a biogas plant is the sustenance of digester temperature within the narrow limits (300C-350C). It is experimentally investigated that, the MIT biogas plant is not maintaining optimum temperature, this decreases the efficiency and increases the detention time for charge. To maintain the plant in optimum temperature, it is necessary to find out the heat losses from the biogas plant and the external energy inputs need to operate the plant. Rate of gas yield, and the detention time (time necessary to anaerobically digest organic wastes) in a biogas reactor, are favorable functions of the temperature in the digester. A thermal simulation for MIT biogas plant has developed using matlab in order to understand the heat transfer from the slurry and the gas holder to the surrounding earth and air respectively. The computation has been performed when the slurry is maintained at 200C and 300C, optimum temperature of anaerobic fermentation. If the slurry is considered to be at 350C, the optimum temperature of anaerobic fermentation, the total heat loss from the plant is higher than the heat loss when the slurry is maintained at 200C. The heat calculations provide an appraisal for the heat which has to be supplied by external means to compensate for the net heat losses which occur if the slurry is to be maintained at 350C. A solar system with auxiliary electric heater is designed for maintaining the slurry at 350C.In conclusion; the results of thermal analysis are used to define a strategy for operating biogas plant at optimum temperatures.
Diseño de Negocios & Experiencias que viven en entornos digitales.
Gestión de Negocios & Experiencias de Servicios con la esencia de la marca.
De multifacética experiencia, creciendo y expandiéndose a lo largo del espectro del diseño y el marketing digital por más de 15 años.
Continuo interés en las tendencias y los cambios culturales que afectan y crean los nuevos medios de comunicación.
Creciendo y aportando valor en los negocios, el diseño, el marketing y la innovación para las empresas que consideran la innovación como el núcleo del proceso de llegar a un servicio adecuado a las necesidades del cliente.
“El Diseño no se trata sólo de hacer cosas bellas;
sino que también funcionen armoniosamente” Roger Martin - The Design of Business
Effect of Different Occlusion on Facial Expressions RecognitionIJERA Editor
Occlusions around facial parts complicate the task of recognizing facial expressions from their facial images. We propose facial expressions recognition method based on local facial regions, which provides better recognition rate in the presence of facial occlusions. Proposed method uses Uniform Local Binary pattern as a feature extractor, which extract discriminative features from some important parts of facial image. Feature vectors are classified using simplest classifier that is template matching with chi square distance measure. Extensive experiments are performed on JAFFE database.
This document outlines a plan to restructure a company's operations. It discusses consolidating multiple offices into one central location to reduce costs and improve coordination. This will involve closing three regional offices and moving all staff to a new larger headquarters. The transition will take place over the next year and aims to cut yearly expenses by 15% through lower facility and operating costs in the streamlined operations.
AcensNews Febrero 2011. Servidores Dedicados y Cloud Hosting.Acens
El documento presenta una guía paso a paso para configurar y sincronizar cuentas de correo electrónico como acensMail y acensExchange en diferentes dispositivos móviles, destacando las diferencias entre los distintos sistemas operativos. También incluye entrevistas sobre el éxito de la empresa IdeUp y el uso de redes sociales para promocionar programas de televisión como El Hormiguero, además de un artículo sobre las webs que generan más spam y otro sobre el bloqueo de dominios en internet.
El documento presenta el calendario académico reprogramado para el segundo semestre de 2013 en la Facultad de Educación de la Universidad de Antioquia, debido a la suspensión de actividades por protestas estudiantiles. El calendario incluye fechas para el reinicio de clases, período vacacional, finalización de clases y exámenes. Asimismo, se informa que algunos cursos no lograron completarse a tiempo y serán reprogramados, mientras que otros que sí continuaron durante el paro finalizarán según el calendario original
Knowledge management and employee performance in the brewery industry a theor...IAEME Publication
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The document discusses a study that examines the relationship between corporate governance and performance measures in select Indian companies. It hypothesizes that good corporate governance has a positive relationship with return on assets, return on capital employed, and economic value added. The study finds that corporate governance score is positively correlated with all three performance measures. Structural equation modeling also shows that corporate governance score has the greatest positive effect on economic value added compared to the other two measures. Thus, the results provide evidence that stronger corporate governance is associated with better company performance.
Guiding Principles in Selecting AC To DC Converters For Power Factor Correcti...IJERA Editor
The ac to dc converters’ power factors correction in ac transmission system were investigated. The studies include: phase-controlled converter; pulse width modulated (PWM) converter and ac input current shaped converter. Using Fourier series, power factors of these converters were calculated and simulated using MATLAB. The resulting curves are displayed in the hard copies for practical guides in the choice of converters; and comparatively, current shaped type is the best.
Modeling and Thermal Analysis of Disc BrakeIJERA Editor
The disc brake is a device used for slowing or stopping the rotation of the vehicle. Number of times using the brake for vehicle leads to heat generation during braking event, such that disc brake undergoes breakage due to high Temperature. Disc brake model is done by CATIA and analysis is done by using ANSYS workbench. The main purpose of this project is to study the Thermal analysis of the Materials for the Aluminum, Grey Cast Iron, HSS M42, and HSS M2. A comparison between the four materials for the Thermal values and material properties obtained from the Thermal analysis low thermal gradient material is preferred. Hence best suitable design, low thermal gradient material Grey cast iron is preferred for the Disc Brakes for better performance.
Presentatie door projectleider Saskia Schalkwijk over de Broedplaats Amsterdam - Amstelveen, zoals gegeven op de SIGRA arbeidsmarktconferentie Al doende.. leren veranderen in EYE op 14 november 2014. #aldoende14
Skill Gap Analysis for Improved Skills and Quality DeliverablesIJERA Editor
With a growing pressure in identifying the skilled resources in Clinical Data Management (CDM) world of clinical research organizations, to provide the quality deliverables most of the CDM organizations are planning to improve the skills within the organization. In changing CDM landscape the ability to build, manage and leverage the skills of clinical data managers is very critical and important. Within CDM to proactively identify, analyze and address skill gaps for all the roles involved. In addition to domain skills, the evolving role of a clinical data manager demands diverse skill sets such as project management, six sigma, analytical, decision making, communication etc. This article proposes a methodology of skill gap analysis (SGA) management as one of the potential solutions to the big skill challenge that CDM is gearing up for bridging the gap of skills. This would in turn strength the CDM capability, scalability, consistency across geographies along with improved productivity and quality of deliverables
This document describes a study that developed statistical models to predict traffic accident rates on rural highways in Egypt. Accident data and road/traffic characteristics were collected from 5 agricultural highways. Simple and multiple regression analysis identified that pavement width and running speed had the highest effects on accident rates for roads with undivided sections. The study aims to help decision-makers improve road safety by minimizing predicted accident rates.
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The Effects of Vehicle Speeds on Accident Frequency within Settlements along ...IJMER
Literature provides overwhelming evidence that a strong relationship exist between
vehicle speed and accident risk, and an outcome severity in the event of an accident. Excessive speed
is said to be a major causal factor of road accidents on trunk roads; contributing 60% of all vehicular
accidents. However, speed rationalization measures implemented on a number of trunk roads in
Ghana have realized very little success. This study therefore investigated the effects of vehicle speeds
on accident frequency within settlements along trunk roads. Data was collected on accidents, vehicle
speeds and other road and environment-related features for ninety-nine (99) settlements delineated
from four (4) trunk roads. Correlation analysis was employed to establish useful relationships and
provided insight into the contributions of relevant road and environmental-related variables to the
occurrence of road traffic accidents. Using the Negative Binomial error structure within the
Generalized Linear Model framework, core (flow-based) models were formulated based on accident
data and exposure variables (vehicle mileage, daily pedestrian flow and travel speed). Incremental
addition of relevant explanatory variables further expanded the core models into comprehensive
models. Findings indicate the main risk factors are number of accesses, daily pedestrian flow and
total vehicle kilometers driven, as vehicle speed did not appear to influence the occurrence of road
traffic accidents within settlements along trunk roads. In settlement corridors, mitigating accident
risks should not focus only on traffic calming but rather on measures that reduce pedestrian and
vehicular conflict situations as well as improve conspicuity around junctions
IRJET- Passing Opportunity Model of Vehicles on Two Lane Undivided Highways u...IRJET Journal
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This document presents a study that estimated Poisson regression models to predict single and multi-vehicle highway crash rates based on traffic density, land use, time of day, and light conditions. For single-vehicle crashes, significant predictors included daytime hours, natural log of volume/capacity ratio, no passing zones, shoulder width, intersections, and driveways. For multi-vehicle crashes, significant predictors were daylight hours from 10am-3pm and 3-7pm, intersections, and driveways. The results show traffic intensity explains crash rate differences when controlling for other factors, and single and multi-vehicle crashes have quite different predictive models. Suggestions are made for future research on these topics.
CALIBRATION OF VEHICLE EMISSIONS-SPEED RELATIONSHIPS FOR THE GREATER CAIRO ROADSIAEME Publication
The air pollution in Cairo is a matter of serious concern. The air pollution in greater Cairo is more than 10 to 100 times of acceptable world standards. There is a wide range of speed variation in Cairo. Consequentially, there is a wide range of emission rates. This research explains the relationship between vehicle speed and emissions for small cars using field tests. The representative car in this research is the Daewoo Lanus model 2000. This car is a representative for most small modern cars in Egypt. The mobile emission detector has been fixed on the car emission source. Tests have been implemented in two roads: Salah Salem road and Auto strad road. More than 1000 readings have been taken from the detector at various speeds. The speed varied between 0 and 85 km per hour and the relationships between speed and four types of emissions have been studied
International Refereed Journal of Engineering and Science (IRJES)irjes
The core of the vision IRJES is to disseminate new knowledge and technology for the benefit of all, ranging from academic research and professional communities to industry professionals in a range of topics in computer science and engineering. It also provides a place for high-caliber researchers, practitioners and PhD students to present ongoing research and development in these areas.
This document presents models developed to predict rates of different types of accidents (total, fatal, injury, damage) on a rural road in Saudi Arabia based on geometric design elements and traffic volume. Statistical analyses were conducted using accident and road data over 5 years. Multiple linear regression models were developed relating accident rates to average curvature, average gradient, number of horizontal/vertical curves, and average annual daily traffic. The models showed acceptable correlation and were found to be statistically significant, indicating relationships between accident rates and road/traffic characteristics. The developed models can be used for short-term accident prediction and identification of safety-influencing factors.
This document discusses drag force values for sedan vehicle profiles. It analyzes drag forces on different sedan dimensions and front end areas through computational fluid dynamics simulations. The simulations analyzed 72 sedan models with varying geometry and dimensions. The results showed designs with more airfoil-like shapes had lower drag forces and coefficients, between 0.135-0.186 N. However, these designs may not optimize pedestrian safety. The best designs balanced low drag with acceptable head injury criteria values of less than 300 for adult and child pedestrians.
IRJET- Review Paper on Estimate Traffic Volume and Geometric Design on Select...IRJET Journal
This document summarizes a research paper that studied traffic volume on a selected stretch of road in Nagpur, India. The researchers conducted a manual traffic flow survey to estimate traffic volume. They collected data at different time periods to understand traffic patterns. Their goals were to help control traffic at intersections and suggest safety improvements to meet future needs. Specifically, they estimated traffic volume in passenger car units to account for different vehicle types. Their analysis of traffic volume can inform transportation planning, road design, and traffic management.
This document discusses a study conducted in Ghana to develop passenger car equivalents (PCEs) for vehicles at signalized intersections within the Kumasi Metropolis. Data on discharge headways was collected at 11 intersections, 7 of which had roadside facilities that interfered with traffic flow. PCE values were calculated using the headway ratio method and found to be higher at intersections with roadside friction. The locally derived PCE values were larger than those adopted from other standards, better reflecting the impact of local traffic conditions on intersection performance. This highlights the need to develop PCEs specific to local roadway environments rather than adopting foreign values.
The International Journal of Engineering & Science is aimed at providing a platform for researchers, engineers, scientists, or educators to publish their original research results, to exchange new ideas, to disseminate information in innovative designs, engineering experiences and technological skills. It is also the Journal's objective to promote engineering and technology education. All papers submitted to the Journal will be blind peer-reviewed. Only original articles will be published.
The papers for publication in The International Journal of Engineering& Science are selected through rigorous peer reviews to ensure originality, timeliness, relevance, and readability.
This document summarizes a study that analyzed side friction factors on curved sections of two-lane rural highways. The study aimed to determine if existing AASHTO policies provide adequate safety for designs, redesigns, and rehabilitation of curved sites. The researchers conducted a comparative analysis of side friction demand versus side friction assumed based on data from 197 curved sections in New York State. They found that:
1) Friction demand exceeds assumed friction for curves greater than 6.5 degrees and operating speeds below 50 mph.
2) The gap between assumed and demand friction increases with higher curve degrees and lower speeds.
3) Demand exceeds assumed friction when accident rates reach 6-7 accidents per million vehicle-miles.
The influence of road geometric design elements on highway safetyIAEME Publication
This document discusses how various road geometric design elements can influence highway safety. It reviews studies that have examined the effects of elements like lane width, shoulder width, median width, number of lanes, and vertical and horizontal curvature on accident rates. The relationships found are complex as accident causation involves interactions between road design, traffic characteristics, and human factors. However, many studies have found that restrictive designs with very sharp curves or limited sight distances tend to have higher accident rates.
Fe Analysis of Effect of Tyre Overload and Inflation Pressure on Rolling Loss...IJERA Editor
Rolling loss or rolling resistance is an ever important property for the tyre and automotive industries because of its
practical implication. Fuel consumption and tyre rolling loss in all types of automobiles have become increasingly
important because of adverse environmental effects (air pollution and global warming) and economic costs (high
petroleum price).
In this thesis, the effect of rolling resistance and overload on fuel consumption of automobile car tyres is discussed.
The investigations are made on two tyre models of automobile cars Skoda Rapid and Ford Classic. Theoretical
calculations are also done to determine the rolling resistance due to inflation pressure. The default weight is
considered for 5 persons and also the tyre overload is considered by taking 6 and 7 people’s weight.
IRJET- Assessment and Evaluation of Crash Barrier for Enhanced Safety Perform...IRJET Journal
This document reviews different types of crash barriers used in roadways and their safety performance evaluations. It discusses various studies that have evaluated crash barriers through computer simulations, crash tests, and analyses of real-world collision data. The key findings are that different barrier designs have varying safety advantages, with weaker barriers generally performing better in reducing occupant injuries. Finite element modeling is commonly used to simulate impacts before physical crash testing. Evaluation criteria include structural integrity, risk to occupants, and vehicle trajectory after collisions. The document concludes that crash barriers effectively reduce the severity of accidents but may increase total collision numbers by redirecting vehicles rather than allowing them to leave the roadway.
This document evaluates the safety performance of 12 major roundabouts in Jordan over a 3-year period. Accident data was collected and analyzed to develop a predictive accident model. The model incorporates geometric characteristics and traffic volumes of each roundabout. The main causes of accidents were found to be violations of traffic rules, lack of lane markings, and inadequate signage. The research recommends using the predictive model to identify hazardous locations and prioritize safety improvements for roundabouts.
Optimum Cost Analysis For Selecting Best Suited Flexible Pavement Road Type F...IRJET Journal
This document summarizes a research study that analyzed the construction costs of different flexible pavement road types listed in IRC 37-2012 for a range of soil bearing capacities (CBRs) and traffic volumes. The study calculated direct construction costs for five road types using district schedule rates and specifications. It determined the lowest cost road type for sample traffic and CBR conditions using an optimal cost analysis method. The study also calculated cost proportions for materials, equipment, and construction to establish a baseline budget. It allows estimating potential cost increases if the road type needs to change by calculating cost variance percentages for all five road types. The research aims to help select the most cost-effective road type and establish cost baselines and estimates to control construction budgets.
Investigation And Analysis of Traffic Flow Capacity And Level of Service Dete...IRJET Journal
This document summarizes research investigating traffic flow capacity and level of service on three bridges across the Sabarmati River in Ahmedabad, India. Traffic characteristics were measured on the Swamivivekanand Bridge, Sardar Bridge, and Subhash Bridge during peak hours to understand current congestion levels. The study found heavy traffic volumes leading to jams on the bridges connecting commercial and residential areas of the city. Analyzing traffic speed, flow, and density helped determine whether the existing bridges can safely handle current and future traffic loads. Suggested measures aim to relieve congestion on the overburdened bridges.
Similar to Impact of Vehicle Class and Tire Pressure on Pavement Performance in MEPDG (20)
Redefining brain tumor segmentation: a cutting-edge convolutional neural netw...IJECEIAES
Medical image analysis has witnessed significant advancements with deep learning techniques. In the domain of brain tumor segmentation, the ability to
precisely delineate tumor boundaries from magnetic resonance imaging (MRI)
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the state-of-the-art Deeplabv3+ architecture with the ResNet18 backbone. The
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image analysis and enhance healthcare outcomes. This research paves the way
for future exploration and optimization of advanced CNN models in medical
imaging, emphasizing addressing false positives and resource efficiency.
Using recycled concrete aggregates (RCA) for pavements is crucial to achieving sustainability. Implementing RCA for new pavement can minimize carbon footprint, conserve natural resources, reduce harmful emissions, and lower life cycle costs. Compared to natural aggregate (NA), RCA pavement has fewer comprehensive studies and sustainability assessments.
Optimizing Gradle Builds - Gradle DPE Tour Berlin 2024Sinan KOZAK
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TIME DIVISION MULTIPLEXING TECHNIQUE FOR COMMUNICATION SYSTEMHODECEDSIET
Time Division Multiplexing (TDM) is a method of transmitting multiple signals over a single communication channel by dividing the signal into many segments, each having a very short duration of time. These time slots are then allocated to different data streams, allowing multiple signals to share the same transmission medium efficiently. TDM is widely used in telecommunications and data communication systems.
### How TDM Works
1. **Time Slots Allocation**: The core principle of TDM is to assign distinct time slots to each signal. During each time slot, the respective signal is transmitted, and then the process repeats cyclically. For example, if there are four signals to be transmitted, the TDM cycle will divide time into four slots, each assigned to one signal.
2. **Synchronization**: Synchronization is crucial in TDM systems to ensure that the signals are correctly aligned with their respective time slots. Both the transmitter and receiver must be synchronized to avoid any overlap or loss of data. This synchronization is typically maintained by a clock signal that ensures time slots are accurately aligned.
3. **Frame Structure**: TDM data is organized into frames, where each frame consists of a set of time slots. Each frame is repeated at regular intervals, ensuring continuous transmission of data streams. The frame structure helps in managing the data streams and maintaining the synchronization between the transmitter and receiver.
4. **Multiplexer and Demultiplexer**: At the transmitting end, a multiplexer combines multiple input signals into a single composite signal by assigning each signal to a specific time slot. At the receiving end, a demultiplexer separates the composite signal back into individual signals based on their respective time slots.
### Types of TDM
1. **Synchronous TDM**: In synchronous TDM, time slots are pre-assigned to each signal, regardless of whether the signal has data to transmit or not. This can lead to inefficiencies if some time slots remain empty due to the absence of data.
2. **Asynchronous TDM (or Statistical TDM)**: Asynchronous TDM addresses the inefficiencies of synchronous TDM by allocating time slots dynamically based on the presence of data. Time slots are assigned only when there is data to transmit, which optimizes the use of the communication channel.
### Applications of TDM
- **Telecommunications**: TDM is extensively used in telecommunication systems, such as in T1 and E1 lines, where multiple telephone calls are transmitted over a single line by assigning each call to a specific time slot.
- **Digital Audio and Video Broadcasting**: TDM is used in broadcasting systems to transmit multiple audio or video streams over a single channel, ensuring efficient use of bandwidth.
- **Computer Networks**: TDM is used in network protocols and systems to manage the transmission of data from multiple sources over a single network medium.
### Advantages of TDM
- **Efficient Use of Bandwidth**: TDM all
International Conference on NLP, Artificial Intelligence, Machine Learning an...gerogepatton
International Conference on NLP, Artificial Intelligence, Machine Learning and Applications (NLAIM 2024) offers a premier global platform for exchanging insights and findings in the theory, methodology, and applications of NLP, Artificial Intelligence, Machine Learning, and their applications. The conference seeks substantial contributions across all key domains of NLP, Artificial Intelligence, Machine Learning, and their practical applications, aiming to foster both theoretical advancements and real-world implementations. With a focus on facilitating collaboration between researchers and practitioners from academia and industry, the conference serves as a nexus for sharing the latest developments in the field.
International Conference on NLP, Artificial Intelligence, Machine Learning an...
Impact of Vehicle Class and Tire Pressure on Pavement Performance in MEPDG
1. Mohamed*
I. E. Atti Int. Journal of Engineering Research and Applications www.ijera.com
ISSN : 2248-9622, Vol. 4, Issue 10( Part - 3), October 2014, pp.45-57
www.ijera.com 45|P a g e
Impact of Vehicle Class and Tire Pressure on Pavement
Performance in MEPDG
Mohamed*
I. E. Attia, and Manal*
A. Ahmed
*Assistant Professor, Zagazig University, Zagazig, Egypt
ABSTRACT
The new Mechanistic-Empirical Pavement Design Guide (MEPDG) design and analysis procedures defines
the exact traffic loading by defining the specific number of each vehicle class and the use of axle load
distribution factors instead of the equivalent single axle load (ESAL). The number of traffic inputs (parameters)
in MEPDG was found to be 17024. This research aimed to evaluate the sensitivity of the predicted flexible
pavement distress to vehicle class and tire pressure in MEPDG. To evaluate the impact of vehicle (truck) class
on pavement sections, different cases of loading were analyzed. For each case, the MEPDG Ver. 1.1 was used to
evaluate the effect of tire pressure by solving each case for a tire pressure of 120 and 140 psi. The effect of the
traffic parameters on asphalt pavement (AC) rutting, base rutting, subgrade rutting, international roughness
index (IRI), longitudinal cracking and fatigue (alligator) cracking were investigated.
It was found that vehicle class distribution (VCD) would cause clear impact (comparable to the effect of
AADTT level) only if the major traffic is of specific class (very light or very heavy). If this is not the case, the
vehicle class distribution will not be a significant factor that affects the final design because most of the trucks
had similar impact on flexible pavement distresses. The impact of tire pressure is clear on longitudinal cracking,
fatigue cracking and AC rutting, and have no significant impact on both base and subgrade rutting.
Key Words: MEPDG, Traffic Analysis, Flexible Pavement, Tire Pressure, Vehicle Class Distribution
I. INTRODUCTION
The Pavement design and analysis procedures
contained in the new Mechanistic-Empirical
Pavement Design Guide (MEPDG) represent a
significant advances from those empirical procedures
used in the American Association of State Highway
and Transportation Officials (AASHTO) 1993 Guide
as stated by many researchers [1-13]. One major
enhancement in the analysis procedure is related to
traffic inputs. The MEPDG define the exact traffic
loading by defining the specific number of each truck
class and the use of axle load distribution factors
(ALDF) , or axle load spectra (ALS), rather than the
traditional equivalent single axle load (ESAL) input
in current procedures .
Through reviewing the MEPDG, the number of
traffic inputs (parameters) was found to be 17024.
Though many researchers investigated different
traffic inputs in MEPDG and their impact on the
predicted distress, limited work was conducted to
evaluate and understand the effect of tire pressure
and vehicle class in MEPDG on the predicted
pavement distress.
The main objective of this study is to evaluate
the sensitivity of the predicted flexible pavement
distress to vehicle class and tire pressure in MEPDG.
This objective can be achieved through the steps:
1. Review the current state of knowledge
regarding the effect of different traffic inputs
in MEPDG on predicted flexible pavement
distress.
2. Improve the understanding of the sensitivity
of the predicted flexible pavement distress to
vehicle class and tire pressure.
II. Review of Traffic Inputs in MEPDG
Several reports and papers [1-13] summarized the
main traffic inputs in the MEPDG and the effect of
those inputs on predicted distress in MEPDG, the
main elements of traffic inputs are summarized in the
following section along with summary for their
impact on flexible pavement distress.
Traffic Volume Basic Information
Two-way annual average daily truck traffic
(AADTT) is considered the key element in traffic
parameters and was found to directly affect predicted
distress [7, 14], where as the three parameters:
number of lanes, percent truck in design lane and
percent truck in design direction are expected to
affect the number of load repetition on pavement
section and thus affect the predicted distress. It was
reported that operational speed has no impact on
predicted distress [7].
Axle load Distribution Factors (ALDF)
The axle load distribution factors represent the
frequency of the total axle applications within each
RESEARCH ARTICLE OPEN ACCESS
2. Mohamed*
I. E. Atti Int. Journal of Engineering Research and Applications www.ijera.com
ISSN : 2248-9622, Vol. 4, Issue 10( Part - 3), October 2014, pp.45-57
www.ijera.com 46|P a g e
load interval for the four basic types of axle
configurations (single, tandem, tridem and quad), for
each vehicle class. MEPDG has 10 vehicle classes
starting from Class 4 through Class 13 [3,4 ].Through
working with the MEPDG it was found that the total
number of axle load factors = 16800 input {12
months*10 truck classes* [39 possible loads*2 axle
types (single, tandem) + 31possible loads*2 axle
types (tridem and quad)]}. The summation of the axle
load factor for each truck type for each axle type for
each month should add up to 100%. Typical axle load
distribution factor used in MEPDG is presented in
Figure 1.
Because ALDF is thought of as a big step in
mechanistic analysis, several researchers tried to
evaluate the sensitivity of the MEPDG to the ALDF
input parameters, however the results were
contradictory. It was reported that MEPDG predicted
performance is sensitive to site specific ALDF [1, 6,
8]. In another study, it was found that the MEPDG is
moderately sensitive to axle load spectra (ALS) for
typical Washington Department of Transportation
(WSDOT) pavement design [3]. However this was
not the case based on different ALDF collected in
Ontario, where the pavement life of the pavement
was almost unaffected by the ALDF [10]. El-Badawy
et al. [13] reported that the state wide ALDF yielded
higher longitudinal cracking compared to default
MEPDG load spectra; however, no significant impact
was found in the AC rutting, total rutting and
international roughness index (IRI). This was based
on data collected from 25 different sites in Idaho
[13]. The difference in findings can be attributed to
the fact that each researcher compared the typical
MEPDG values with actually collected data on the
state where the research was conducted, so the
conclusions are confound within the used data set and
was affected by how far the variation between the
actual data set and the default MEPDG.
Traffic Volume Adjustment Factors
They included vehicle class distribution (VCD),
monthly adjustment factors (MAF), hourly
distribution factors (HDF), and traffic growth factors
(TGF). The VCD include 10 classes of vehicles
(numbered 4 through 13) as defined by Federal
Highway Administration (FHWA) are used in
MEPDG. Figure 2 presents the 10 classes along with
the typical percentage of each class in the truck
traffic stream. The predicted distress in MEPDG was
sensitive to VCD based on clustering analysis for
data from North Carolina [8], however the details
regarding this impact was not reported. Swan et al.
[10] evaluated changing Class 5 and Class 9 trucks
by 15 and 30% and reported a variation of pavement
life of less than 1 year based on IRI criterion (less
than 127 in/mile). Li et al. [3] reported that VCD
affect the predicted rutting and cracking, with no
effects on IRI. It was also reported that VCD affected
pavement life based on rutting criterion [6]. The
Monthly adjustment factors (MAF) consist of 10
vehicle classes *12 months = 120 inputs. Research
[8], conducted at North Carolina showed that
MEPDG predicted distress is not sensitive to MAF.
However, Li et al.[3] reported that MAF affected the
predicted rutting and cracking, with no effects on IRI.
The hourly distribution factors (HDF)as 24 inputs
were found to have little impact on predicted flexible
pavement distresses [8, 9], and was reported in
another study[3] to have no effect on predicted
distress .Traffic growth factors: (either 1 parameter
for all vehicle classes or 10 parameters if growth rate
is different for each vehicle class). This should affect
the total number of load repetition over the pavement
life and is expected to have great impact on predicted
distress.
General traffic inputs
General traffic inputs like number of axles/trucks
as 40 inputs (10 vehicle classes * 4 types of axle
configurations), whereas axle configuration are 6
inputs (average axle width, dual tire spacing, tire
pressure, and axle spacing (3 parameters for tandem,
tridem and quad axles)).Wheel base are 6 inputs as
average axle spacing (3 categories; (short, medium
and long)), percentage of trucks for each axle space.
Lateral traffic wanders which are 3 inputs. It was
reported to have no significant effect on predicted
distress in MEPDG [7].
It is reported that tire pressure plays an important
role in the tire-pavement interaction process [15]. It
was reported that inflation pressure used in truck tires
has increased significantly over the years as it leads
to decrease in truck operation cost [16-18]. Abdel-
Motaleb [16] conducted a survey over two major
highways in Egypt and reported that 59% of the
evaluated trucks had tire inflation pressure greater
than 120 and 2% had tire inflation pressure over 140
psi. Mateos and Snyder [15, 19] tested four sections
at the Minnesota Road research facility (Mn/ROAD)
with a moving load configured at various axle
loadings and tire pressures and reported that changes
in tire pressure did not significantly affect pavement
response. Pidwerbesky [15, 20] subjected a thin
surfaced granular pavement with a weak subgrade to
varying wheel loads and tire pressures and reported
that increasing tire pressure resulted in small decrease
in the vertical strain at the top of the subgrade.
Bonaquist et al. [21] examined two pavement
sections of the same structure with the accelerated
loading facility (ALF) with different tire pressures
and reported an increase in rutting and cracking on
the section trafficked with the higher tire pressure.
However, the results were not clear for them because
the sections were subjected to different
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environmental conditions. Other researchers [15, 22]
reported increase in pavement stress caused by high
tire pressures. However they found the effect of high
tire pressure was insignificant to pavement
performance. Two sections with varying tire
pressures were tested and it was reported that high
tire pressures caused higher tensile strain at the
bottom of the AC layer but had no significant effect
on vertical strain at the top of subgrade [15, 23].
Based on field sections, a significant effect of tire
pressures on tensile strain at the bottom of the AC
layer of the pavements was also reported [24-27].
Limited work was conducted to evaluate the
sensitivity of the predicted distress in MEPDG to the
tire pressure. Currently, in MEPDG Ver. 1.1 the
default tire pressure is set to 120 psi.
III. RESEARCH METHODOLOGY
Previous studies were limited to small changes in
specific truck types based on the state where the work
was conducted. The idea of this study is to develop
an understanding about the effect of VCD in a
general manner not connected to a specific state. To
evaluate the impact of vehicle (truck) class on
pavement sections, different cases of loading were
analyzed. The first case presents the typical vehicle
class distribution. Then this case was compared to
traffic streams that consisted of 100% of each truck
type (i.e, one case with 100% Class 4, the second
case consisted of 100% Class 5, and so on for all
truck classes), so the total number of trucks over the
pavement life is the same for all cases. The idea is to
understand the impact of VCD on pavement
performance isolated from any other factor. For each
case, the MEPDG Ver. 1.1 was used to evaluate the
effect of tire pressure by solving each case for a tire
pressure of 120 and 140 psi. All the analysis was
conducted on thin and thick hot mix asphalt (HMA)
sections (2 inches vs. 6 inches thick HMA). Table 1
presents the input data for all the cases used in the
MEPDG analysis.
The effect of the traffic parameters on asphalt
pavement (AC) rutting, base rutting, subgrade rutting,
international roughness index (IRI), longitudinal
cracking and fatigue (alligator) cracking were
investigated. The variation of the predicted distress
was defined using Equation 1. The resulted
variability was also compared to the variability
resulted from increasing ADTT.
Percent distress variability (PDV) for the impact of
AADTT was compared to what was found for the
effect of VCD. AADTT for thin pavement was
evaluated at two levels (1000 and 4000 vehicle/day)
for the default VCD. For thick pavement ADTT was
ranged from (7000 to 14000 vehicle/day) for default
VCD.
Percent Distress Variability (PDV) =
𝐷𝑖𝑠𝑡𝑟𝑒𝑠𝑠 𝑜𝑓 𝑟𝑒𝑓𝑒𝑟𝑒𝑛𝑐𝑒 𝑐𝑎𝑠𝑒 −𝐷𝑖𝑠𝑡𝑟𝑒𝑠𝑠 𝑜𝑓 𝑎𝑛𝑎𝑙𝑦𝑠𝑒𝑑 𝑐𝑎𝑠𝑒
𝐷𝑖𝑠𝑡𝑟𝑒𝑠 𝑠 𝑜𝑓 𝑟𝑒𝑓𝑒𝑟𝑒𝑛𝑐𝑒 𝑐𝑎𝑠𝑒
*100 (1)
Where: Distress of reference case: is the distress after
10 years, calculated based on default MEPDG
vehicle class distribution presented in Figure 2.
IV. RESULTS AND ANALYSIS
Effect of Vehicle Class and Tire pressure on
Longitudinal Cracking
Figure (3-a,b ) presents the effect of truck type
and tire pressure on longitudinal cracking. In general;
Class 5 has the lowest impact on pavement cracking
followed by Class 4 then Class 8. The impact of truck
type was dependent on the thickness of HMA. For
thin HMA sections, Class 13 showed the most critical
impact on the longitudinal crack, followed by Class
7, followed by Class 10. Class 11 and 12 were
exactly identical for their impact on pavement. For
thick HMA sections, Class 7 and 13 had same effect
on pavement; Class 12 had much more severe impact
compared to Class 11. Using Class 13 instead of the
typical MEPDG VCD caused increase in longitudinal
cracking as PDV of (-277% and -134%) in cases of
thin and thick HMA sections at 50% reliability.
Negative PDV indicates that vehicle class had more
severe impact on the distress compared to default
MEPDG. When evaluating the distress at 90%
reliability, using Class 13 instead of the typical
MEPDG VCD caused increase in longitudinal
cracking of 50 and 68% in cases of thin and thick
HMA sections. Summary of the range of PDV for all
distresses is presented in Table 2. On the other hand
using lighter trucks like Class 5 resulted in PDV of
100 for both thin and thick HMA sections. The range
of PDV for longitudinal crack reached (100-(-277) =
377 %) for thin HMA sections. The effect of VCD
(presented by the PDV) much lower for the case of
thick HMA sections compared to thin HMA sections.
Increasing the reliability level from 50% to 90%
reduced the effect of changing VCD, clear reduction
of PDV was found.
Figure 2 indicates that vehicle classes as used in
MEPDG can be grouped into three categories.
Category one is for trucks having only 2 axles per
truck in average (Classes 4, 5, 6 and 7). Category two
is for trucks containing 3 axles per truck in average
(Classes 8, 9 and 10). Category three for large trucks
containing 4 to 5 axles (from Figure 2 it can be seen
that the total number of axles/truck =4.5 axles); and
this group would contain Classes 11, 12 and
13).Figure 1 indicates that for both single and tandem
axles, all classes are so close in the axle load except
of Class 5 and Class 8 which posses' lighter loads.
Class 13 has the heaviest tandem axle load. Class 7
has the heaviest tridem axle load followed by Class
13. This can help in understanding the reason for the
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different impacts on pavement structure. This can
help in explaining the impact of Classes 13 and 7
compared to other lighter trucks. Table 2
shows that changing vehicle class can cause severe
impact on longitudinal cracking compared to traffic
level.
When tire pressure increased from 120 to 140
psi, longitudinal cracking PDV varied from 34 to
67% in the case of thin HMA sections. The impact of
tire pressure on longitudinal cracking was
significantly lower in the case of thick HMA section
as PDV varied from 0.50 to 32% for increasing tire
pressure from 120 to 140 psi for different truck
classes, as presented in Figure 3 and Table 2. The
impact of increasing the tire pressure was dependent
on the truck class, thickness of HMA, and reliability
level. For thin HMA increasing tire pressure
increased the longitudinal cracking, this was changed
for thick HMA, as increasing tire pressure reduced
the longitudinal cracking for most of the heavy truck
types (Classes 7, 10 and 13) while it did not show
impact on lighter trucks (Classes 4, 5, 8 and 11), as
presented in Figure 3(a, b, c and d). Increasing the
reliability level from 50% to 90% reduced the effect
of changing tire pressure. Summary of PDV due to
change in tire pressure for all distresses is presented
in Table 3.
Effect of Vehicle Class and Tire pressure on
Alligator Cracking
Figure 4 presents the effect of truck type and tire
pressure on alligator (fatigue) cracking. Class 5 had
the lowest impact on pavement followed by Class 4
then Class 8. The impact of truck type was dependent
on the thickness of HMA. For thin HMA sections,
Class 13 showed the most critical impact on the
alligator cracking, followed by Class 7, then Class
10. Class 11 and 12 had the same impact on thin
pavement. However, for thick HMA sections, Class
11 had more severe impact compared to Class 10 and
12, as presented in Figure 4 (a, b).
The percent distress variability (PDV) was used
to understand the impact of vehicle class on fatigue
cracking. Table 2 and Figure 4 show that PDV would
vary from (-343 %to 95%) when different vehicles
are used in the case of thin HMA sections at 50%
reliability. This effect is significantly reduced to (-28
to 89%) when the analysis was conducted at 90%
reliability. For thick HMA sections the effect of VCD
was less than what was found for thin HMA sections.
Table 2 and Figure 4 show that PDV would vary
from (-123 %to 78%) when different vehicles are
used in the case of thin HMA sections at 50%
reliability. This effect is significantly reduced to (-37
to 74%) when the analysis was conducted at 90%
reliability. Table 2 also shows that changing vehicle
class can induce more severe impact on fatigue
cracking compared to traffic level for thick HMA
sections.
The impact of tire pressure on fatigue cracking
was then evaluated. Alligator cracking PDV varied
from 43 to 48% when tire pressure increased from
120 to 140 psi, in the case of thin HMA sections. The
impact of tire pressure on alligator cracking was
significantly lower in the case of thick HMA section
as it varied by 6.5% to 8% for increasing tire pressure
from 120 to 140 psi for different truck Classes.
The MEPDG alligator cracking model calculates
the number of load repetition to failure; then the
model calculates the damage as a percentage after a
specific number of load repetition, then uses a
transfer function to transfer the damage into
percentage cracked area [28]. In MEPDG, the
number of load repetitions to failure is function of the
tensile strain to the power of (-3.9), meaning that
10% variation in the tensile strain at the bottom of the
AC layer results in changing the number of load
repetition to failure by 50% [29]. This can explain the
sensitivity of thin HMA to variation in tire pressure
and vehicle class compared to thick HMA sections.
With increasing the tire pressure or using heavier
axle loads, the tensile strain at bottom of HMA
increased which reduced significantly the number of
load repetition to failure.
Effect of Vehicle Class and Tire Pressure on
Rutting and IRI
Figure 5 presents the effect of tire pressure and
vehicle Class on AC rutting, total rutting and IRI.
Class 5 had the lowest impact on pavement followed
by Class 4 then Class 8. Class 13 showed the most
critical impact on the AC rutting, with 40% increase
in AC rutting compared to default MEPDG. Classes
7, 9, 10, 11 and 12 were very close to each other for
their impact on AC rutting in both thin and thick
pavement (with less than 8% variation between
them). Table 2 indicates that the VCD had limited
effect on subgrade rutting in both cases of thick and
thin HMA section (the PDV varied from -20 to 40%).
The VCD had limited effect on base rutting in both
cases of thick and thin HMA section (the PDV varied
from -15 to 20%). For the total rutting PDV varied
from -24 to 36%. For total rutting the PDV was the
same for both cases of 50% and 90% reliability.
Table 2 shows that changing vehicle class resulted in
PDV (of total rutting) comparable to that resulted
from increasing AADTT.
Table 3 indicates that the tire pressure has no
effect on subgrade and base rutting in both cases of
thick and thin HMA section. The impact of tire
pressure is clear for AC rutting in both cases of thin
and thick HMA sections. Increasing tire pressure
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from 120 to 140 psi caused a change in AC rutting by
10% in case of thin HMA and 18% in case of thick
HMA. This agrees with experimental work published
by Akram et al. [23] where tire pressure affected the
strain at bottom of HMA and have no impact on
strain on top of subgrade. For the overall section
rutting, increasing tire pressure from 120 psi to 140
psi caused a maximum increase of 3.5% and 8.8% of
total rutting in the case of thin and thick HMA
sections respectively.
Table 2 presents the effect of vehicle class on
IRI. Results indicate that the impact is relatively
small (PDV varied from -12 to 15%) for both thin
and thick HMA. This small impact is almost the same
as what has resulted from increasing the AADTT.
Tire pressure had no impact on IRI, as presented in
Table 3.
V. SUMMARY AND CONCLUSION
This paper investigated the effect of vehicle class
distribution (VCD) and tire pressure on predicted
pavement distress in flexible pavement in MEPDG.
The paper evaluated extreme cases of VCD where the
stream consisted of 100% of each vehicle Class
compared to typical MEPDG VCD. This gave better
understanding of the impact of vehicle Class on
pavement performance isolated from any other factor.
The tire pressure was varied in the analysis from 120
to 140 psi for cases of thin and thick HMA sections.
It can be concluded that:
1. Class 5 had the lowest impact on pavement
distress followed by Class 4 then Class 8.
Class 13 showed the most critical impact on
pavement distresses followed by Class 7. Class
9 gave almost same pavement distress as the
typical MEPDG VCD.
2. The impact of some truck type was dependent
in many cases on the thickness of HMA and
type of distress under consideration. Class 11
and 12 had the same impact on fatigue
cracking of thin pavement while for thick
HMA sections, Class 11 had more severe
impact compared to Class 12. This was the
opposite for what was found for longitudinal
cracking. Vehicle class would have a
significant impact on AC rutting, alligator
cracking, fatigue cracking, and would have
minimal impact on subgrade rutting, base
rutting.
3. The impact of vehicle class is critical and
comparable to the effect of level of traffic
(AADTT level). The VCD would cause clear
impact only if the major traffic is of specific
class (very light or very heavy). If this is not
the case, the vehicle class distribution will not
be a significant factor that affects the final
design because most of trucks had similar
impact on flexible pavement distresses.
4. The impact of tire pressure is mainly clear on
fatigue cracking and AC rutting in both cases
of thin and thick HMA sections, and have no
significant impact on both base and subgrade
rutting. Increasing tire pressure caused an
increase in longitudinal cracking in case of
thin HMA sections and caused reduction in the
case of thick HMA sections. Once the
reliability level is increased to 90%, increasing
tire pressure did not show impact on any
pavement distress except for longitudinal
cracking.
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TABLE 1 Variables Used in MEPDG Analysis
Variables used in MEPDG
Parameter Variables Source of Data
Traffic Traffic volume AADTT
(vehicle/day)
1000 (medium traffic)a
7000 (high traffic)b
[30]
Vehicle Class Distribution Use 100% of each class
except for the reference
case include the typical
value for VCD as presented
in Figure 2.
Tire pressure 120, 140 psi [17]
HMA Thickness c
2 in
6 in
The 2 in was analyzed only
for the medium traffic
MEPDG data input for all analyzed cases
Traffic Other Traffic Parameters Default MEPDG level 3
Climate Location Minneapolis, St. Paul airport
GWT height 2 ft [30]
HMA Air voids 7% Medium mix [28-30]
Effective Binder content 11%
Total unit weight (Pcf) 150
% Retained ¾” 11
% Retained 3/8” 35
% Retained # 4 52
% Passing # 200 7
PG Grade 58-28
Other HMA parameters Default MEPDG level 3
Base MR 29500 Typical A-1-a base layer
modulus value in MEPDG
Thickness 12 in Selected typical value
Subgrade MR 15000 psi Medium subgrade support
[30]PI 16
a
Medium traffic will be used with thin HMA section (i.e. HMA = 2 in)
b
high traffic will be used with thick HMA section (i.e. HMA =6 in)
c
Arbitrary selected thicknesses to present thin and thick AC layer
AADTT: average annual daily truck traffic, HMA: hot mix asphalt layer
GWT: ground water table height from pavement surface
*: Reference case for each truck distribution is the typical vehicle Class distribution, presented in Figure 2
Extra 2 cases were analyzed to evaluate the effect of ADTT on performance
Thin HMA with ADTT of 4000, with typical VCD
Thick HMA with ADTT of 14000, with typical VCD (Heavy traffic as defined in [14]
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Table 2: Range of PDV (%) due to variation of vehicle class
Distress type Thin HMA (HMA =
2in, AADTT = 1000)
Thin HMA Thick HMA (HMA =
6in, AADTT = 7000)
Thick HMA
Average 90%
reliability
Impact of
increasing
AADTT to
4000 at 90%
reliability
Average 90% reliability Impact of
increasing
AADTT to
14000 at 90%
reliability
Longitudinal
crack
-277 to 93 -50 to 60 -83 -135 to
99
-68 to 82 -45
Fatigue Crack -343 to 95 -28 to 89 -76 -123 to
78
-37 to 74 -29
Subgrade
rutting
-20 to 40 NA NA -20 to 45 NA NA
Base rutting -15 to 20 NA NA -14 to 16 NA NA
HMA Rutting -40 to 50 NA NA -40 to 51 NA NA
Total Rutting -24 to 36 -22 to 34 -38 -28 to 43 -27 to 42 -22
IRI -13 to 14 -12 to 14 -20 -13 to 15 -12 to 15.5 -9.4
Notes:
PDV: Percent Distress Variability, based on Equation 1
Maximum PDV variation presents the highest or lowest PDV as compared to default MEPDG
Average: mean that distress is calculated assuming 50% reliability
NA: no output is available in MEPDG Ver. 1.1
+ve PDV indicates that the vehicle class has lower impact on the distress compared to default MEPDG
-ve PDV indicates that vehicle class has higher impact on the distress compared to default MEPDG
Table 3: Range of PDV (%) due to variation of tire pressure
Distress type Thin HMA ((HMA = 2in) Thick HMA ((HMA = 6in)
Average 90% reliability Average 90%
reliability
Longitudinal crack 34 to 67 9 to 18 0.4 to 32 0.2 to 22
Fatigue Crack 43 to 48 2.3 to 75 6 to 8 1.6 to 22
Subgrade rutting <0.1 NA <0.1% NA
Base rutting 1.7 to 1.9 NA 0.3 to 0.5 NA
HMA Rutting 10 to 10.2 NA 18.2 to
18.7
NA
Total Rutting 2.5 to 3.5 2.4 to 3.7 6.6 to 9 6.6 to 9
IRI 0.7 to 3 0.8 to 2.8 1.3 to 3.3 1.3 to 3
PDV: Percent Distress Variability, based on Equation 1
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FIGURE 1 Default axle load distribution in MEPDG.
0
20
40
60
80
100
0 5000 10000 15000 20000 25000
Cummulative
Frequency,%
Axle Load, Lb
SingleAxle
0
20
40
60
80
100
120
0 20000 40000 60000 80000 100000
CummulativeFrequency,%
Axle Load, Lb
Tridem Axle
4 5 6 7 8
9 10 11 12 13
0
20
40
60
80
100
120
0 10000 20000 30000 40000 50000
Cummulative
Frequency,%
Axle Load, Lb
Tandem Axle
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FIGURE 2 Truck Classes, typical vehicle Class distribution and number of axles per truck in MEPDG.
Truck Class Pecentage Truck Configuration
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FIGURE 1 Effect of tire pressure and vehicle Class on longitudinal cracking
-300
-250
-200
-150
-100
-50
0
50
100
150
4 5 6 7 8 9 10 11 12 13
LongitudinalcrackingPDV,%
Vehicle Class
c-HMA = 2in, AADTT = 1000
-200
-150
-100
-50
0
50
100
150
4 5 6 7 8 9 10 11 12 13
LongitudinalcrackingPDV,%
Vehicle Class
e-HMA = 6 in, AADTT = 7000
120 psi 140 psi
-60
-40
-20
0
20
40
60
80
4 5 6 7 8 9 10 11 12 13
LongitudinalcrackingPDV,%
Vehicle Class
d-HMA= 2in, AADTT = 1000 (at
90% reliability)
-80
-60
-40
-20
0
20
40
60
80
100
4 5 6 7 8 9 10 11 12 13
LongitudinalcrackingPDV,%
Vehicle Class
f-HMA = 6 in, AADTT = 7000 (at
90% reliability)
120 psi 140 psi
0
20
40
60
80
100
120
Longitudinalcracking,ft/mile
Vehicle Class
a-HMA = 2in, AADTT = 1000
120 psi 140 psi
0
1000
2000
3000
4000
5000
6000
7000
8000
Default
4
5
6
7
8
9
10
11
12
13
Longitudinalcracking,ft/mile
Vehicle Class
b-HMA = 6 in, AADTT = 7000
120 psi 140 psi
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FIGURE 4 Effect of tire pressure and vehicle Class on alligator cracking.
0
2
4
6
8
10
12
Default
4
5
6
7
8
9
10
11
12
13
Fatigue,%
Vehicle Class
a-HMA = 2in, AADTT = 1000
120 psi 140 psi
0
4
8
12
16
20
Fatigue,%
Vehicle Class
b-HMA = 6 in, AADTT = 7000
120 psi 140 psi
-400
-300
-200
-100
0
100
200
4 5 6 7 8 9 10 11 12 13
FatiguePDV,%
Vehicle Class
c-HMA = 2in, AADTT = 1000
-150
-100
-50
0
50
100
4 5 6 7 8 9 10 11 12 13
FatiguePDV,%
Vehicle Class
e-HMA = 6 in, AADTT = 7000
120 psi 140 psi
-60
-30
0
30
60
90
120
4 5 6 7 8 9 10 11 12 13
FatiguePDVat90%reliability,%
Vehicle Class
d-HMA = 2in, AADTT = 1000 (at
90% reliability)
-60
-30
0
30
60
90
4 5 6 7 8 9 10 11 12 13
FatiguePDVat90%reliability,%
Vehicle Class
f-HMA = 6 in, AADTT = 7000 (at
90% reliability)
120 psi 140 psi
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Figure 5 Effect of Tire pressure and Vehicle Class on Rutting and IRI
0
0.05
0.1
0.15
0.2
0.25
0.3
0.35
Default
4
5
6
7
8
9
10
11
12
13
ACrutting,in
Vehicle Class
a-HMA = 2in, AADTT = 1000
120 psi 140 psi
Tire presure
0
0.1
0.2
0.3
0.4
0.5
0.6
Default
4
5
6
7
8
9
10
11
12
13
ACrutting,in
Vehicle Class
b-HMA = 6 in, AADTT = 7000
120 psi 140 psiTire presure
-30
-20
-10
0
10
20
30
40
4 5 6 7 8 9 10 11 12 13
TotalRuttingPDV,%
Vehicle Class
c-HMA = 2in, AADTT = 1000, at 90
% reliability
-40
-30
-20
-10
0
10
20
30
40
50
4 5 6 7 8 9 10 11 12 13
TotalRuttingPDV,%
Vehicle Class
d-HMA = 6 in, AADTT = 7000, at
90% reliability
-15
-10
-5
0
5
10
15
20
IRIPDV,%
Vehicle Class
e-HMA = 2in, AADTT = 1000, at
90% reliability
120 psi 140 psi
-15
-10
-5
0
5
10
15
20
4 5 6 7 8 9 10 11 12 13
IRIPDV,%
Vehicle Class
f-HMA = 6 in, AADTT = 7000, at
90% reliability
120 psi 140 psi