2017 CalAPA Fall Asphalt Pavement Conference presentation: Examples of new technologies and strategies assisting contractors in building smoother pavements for the demanding public. Presented by Don Matthews with Pavement Recycling Systems.
2017 CalAPA Fall Asphalt Pavement Conference presentation: An overview and analysis of long-life (perpetual) asphalt pavements on the state highway system in California. Presented by Dr. John Harvey of the University of California Pavement Research Center.
2017 CalAPA Fall Asphalt Pavement Conference presentation: New specifications are available that provide local agencies the ability to utilize the latest in asphalt mix design and material testing. Presented by Brandon Milar, CalAPA, substituting for Frank Farshidi, Project Manager, City of San Jose Department of Transportation.
Presentation on a proposed 'Superpave' specification for low-volume traffic routes in California. Presentation delivered during the CalAPA Fall Asphalt Pavement Conference Oct. 26-27, 2016 in Sacramento, Calif.
Presentation delivered at the CalAPA Spring Asphalt Pavement Conference April 9-10, 2014 in Ontario. Topic: New Superpave specification coming to California.
Here we go again. After a top-to-bottom rewrite of Caltrans Section 39 asphalt specifications a couple of years ago, the specs are changing again to incorporate “Superpave” elements and new test methods. Get a quick overview of the changes to expect, and how they will impact your operation.
2017 CalAPA Fall Asphalt Pavement Conference presentation: An overview and analysis of long-life (perpetual) asphalt pavements on the state highway system in California. Presented by Dr. John Harvey of the University of California Pavement Research Center.
2017 CalAPA Fall Asphalt Pavement Conference presentation: New specifications are available that provide local agencies the ability to utilize the latest in asphalt mix design and material testing. Presented by Brandon Milar, CalAPA, substituting for Frank Farshidi, Project Manager, City of San Jose Department of Transportation.
Presentation on a proposed 'Superpave' specification for low-volume traffic routes in California. Presentation delivered during the CalAPA Fall Asphalt Pavement Conference Oct. 26-27, 2016 in Sacramento, Calif.
Presentation delivered at the CalAPA Spring Asphalt Pavement Conference April 9-10, 2014 in Ontario. Topic: New Superpave specification coming to California.
Here we go again. After a top-to-bottom rewrite of Caltrans Section 39 asphalt specifications a couple of years ago, the specs are changing again to incorporate “Superpave” elements and new test methods. Get a quick overview of the changes to expect, and how they will impact your operation.
Presentation by Dr. Peter Sebaaly, UNR, at the joint L.A.-Orange County Technical Meeting of the California Asphalt Pavement Association (CalAPA) on Sept. 30, 2015 in Carlsbad, Calif.
Grease Sampling and Analysis of Offshore Wind Installations in Europe to Impr...Rich Wurzbach
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hydrodynamic study of bio reactor by using visixmix softwareDhavaleRucha
VisiMix is a software that allow chemical engineer, process engineers ,
Design engineers, R& D engineers to visualize mixing process by these
software.Our goal is to develop a process that will run properly in first
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lab.
The main parameters we change are the hydrodynamics of the
system. If we are able to identify and control these parameters
we will be able to achieve the available and optimal solution
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Presentation by Don Matthews, PRS, on the latest with pavement smoothness specifications, technology and challenges in California. Presentation delivered during the CalAPA Fall Asphalt Pavement Conference Oct. 26-27, 2016 in Sacramento, Calif.
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Grease Sampling and Analysis of Offshore Wind Installations in Europe to Impr...Rich Wurzbach
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hydrodynamic study of bio reactor by using visixmix softwareDhavaleRucha
VisiMix is a software that allow chemical engineer, process engineers ,
Design engineers, R& D engineers to visualize mixing process by these
software.Our goal is to develop a process that will run properly in first
trial on new scale or site. Similar to our successful results in the
lab.
The main parameters we change are the hydrodynamics of the
system. If we are able to identify and control these parameters
we will be able to achieve the available and optimal solution
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Presentation by Don Matthews, PRS, on the latest with pavement smoothness specifications, technology and challenges in California. Presentation delivered during the CalAPA Fall Asphalt Pavement Conference Oct. 26-27, 2016 in Sacramento, Calif.
Tom Pyle, Chief, Caltrans Office of Asphalt Pavement, and Don Matthews, Pavement Recycling Systems, deliver a presentation on implementation of the revised Caltrans pavement smoothness specification. Presentation delivered at the CalAPA Spring Asphalt Pavement Conference, held March 20-21, 2019 in Ontario, CA.
Presentation delivered by Tom Pyle, Caltrans, and Don Mathews, Pavement Recycling Systems, at the CalAPA Fall Asphalt Pavement Conference Oct. 24-25, 2018 in Sacramento, Calif.
Presentation by Brandon Milar, P.E., Technical Director, California Asphalt Pavement Association (CalAPA) to the Transportation Research Board 98th Annual Meeting, Jan. 13, 2019 in Washington, D.C. Event No. 1068. Presentation No. P19-21237. Topic title: Contractor Experience with Smoothness Specifications
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At the California Asphalt Pavement Association (CalAPA) Spring Asphalt Pavement Conference & Equipment Expo held on March 23-24, 2023 in Ontario, Calif., a presentation titled, "The Success of Caltrans’ Long-Life Pavement Asphalt Pavement Program" was delivered by John Harvey PhD, Director – City and County Pavement Improvement Center (CCPIC). For nearly 20 years, Caltrans has constructed several long-life pavement projects. These projects utilize innovative asphalt pavement design and mixture design strategies to create and high performing and efficient asphalt roadway. Dr. Harvey will provide the latest design strategies, construction “lessons learned” and field performance of these projects.
Dan Staebell with Cargill examines the use of WMA, RAP and other technologies to lower asphalt's carbon footprint in a presentation delivered during the CalAPA Spring Asphalt Pavement Conference March 7-8, 2024 in Ontario, Calif.
Marco Estrada with PRS provides an industry perspective of cold in-place recycling in a presentation delivered during the CalAPA Spring Asphalt Pavement Conference March 7-8, 2024 in Ontario, Calif.
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Dr. John Harvey, director, University of California Pavement Research Center, reviews the most recent research with regard to Reclaimed Asphalt Pavement during a presentation delivered during the CalAPA Spring Asphalt Pavement Conference March 7-8, 2024 in Ontario, Calif.
Erik Updyke, project manager for the City & County Pavement Improvement Center, focuses on pavement quality for local agencies in a presentation delivered during the CalAPA Spring Asphalt Pavement Conference March 7-8, 2024 in Ontario, Calif.
Buzz Powell, technical director, Asphalt Pavement Alliance, examines various trends in the industry from a national perspective in a presentation delivered during the CalAPA Spring Asphalt Pavement Conference March 7-8, 2024 in Ontario, Calif.
Chris Sparks with MacRebur delves into the utilization of reclaimed plastics into asphalt pavement mixes delivered during the CalAPA Spring Asphalt Pavement Conference March 7-8, 2024 in Ontario, Calif.
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Presentation by Joseph Dongo of Caltrans on the department's eTicketing initiative for construction materials transport delivered during the CalAPA Spring Asphalt Pavement Conference March 7-8, 2024 in Ontario, Calif.
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Presentation on Environmental Product Declarations and benchmarking delivered by Amlan Mukherjee of WAP Sustainability during the CalAPA Spring Asphalt Pavement Conference March 7-8, 2024 in Ontario.
Presentation by Cathrina Barros of Caltrans, co-chair of the Women of Asphalt California Branch, on Women of Asphalt Activities in 2023 and 2024 delivered during the CalAPA Spring Asphalt Pavement Conference March 7-8, 2024 in Ontario
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Presentation by Sean Devine of X-B-E on the "Hey NAPA" research tool utilizing AI technology, and other implications of AI for our industry, delivered at the California Asphalt Pavement Association Spring Asphalt Pavement Conference March 7-8, 2024 in Ontario, Calif.
An overview of the Caltrans District 8 program and priorities delivered at the California Asphalt Pavement Association Spring Asphalt Pavement Conference March 7-8, 2024 in Ontario, Calif.
Update on the Joint Training & Certification Program for materials technicians in California delivered at the California Asphalt Pavement Association Spring Asphalt Pavement Conference March 7-8, 2024 in Ontario, Calif.
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A hierarchical digital twin of a Naval DC power system has been developed and experimentally verified. Similar to other state-of-the-art digital twins, this technology creates a digital replica of the physical system executed in real-time or faster, which can modify hardware controls. However, its advantage stems from distributing computational efforts by utilizing a hierarchical structure composed of lower-level digital twin blocks and a higher-level system digital twin. Each digital twin block is associated with a physical subsystem of the hardware and communicates with a singular system digital twin, which creates a system-level response. By extracting information from each level of the hierarchy, power system controls of the hardware were reconfigured autonomously. This hierarchical digital twin development offers several advantages over other digital twins, particularly in the field of naval power systems. The hierarchical structure allows for greater computational efficiency and scalability while the ability to autonomously reconfigure hardware controls offers increased flexibility and responsiveness. The hierarchical decomposition and models utilized were well aligned with the physical twin, as indicated by the maximum deviations between the developed digital twin hierarchy and the hardware.
About
Indigenized remote control interface card suitable for MAFI system CCR equipment. Compatible for IDM8000 CCR. Backplane mounted serial and TCP/Ethernet communication module for CCR remote access. IDM 8000 CCR remote control on serial and TCP protocol.
• Remote control: Parallel or serial interface.
• Compatible with MAFI CCR system.
• Compatible with IDM8000 CCR.
• Compatible with Backplane mount serial communication.
• Compatible with commercial and Defence aviation CCR system.
• Remote control system for accessing CCR and allied system over serial or TCP.
• Indigenized local Support/presence in India.
• Easy in configuration using DIP switches.
Technical Specifications
Indigenized remote control interface card suitable for MAFI system CCR equipment. Compatible for IDM8000 CCR. Backplane mounted serial and TCP/Ethernet communication module for CCR remote access. IDM 8000 CCR remote control on serial and TCP protocol.
Key Features
Indigenized remote control interface card suitable for MAFI system CCR equipment. Compatible for IDM8000 CCR. Backplane mounted serial and TCP/Ethernet communication module for CCR remote access. IDM 8000 CCR remote control on serial and TCP protocol.
• Remote control: Parallel or serial interface
• Compatible with MAFI CCR system
• Copatiable with IDM8000 CCR
• Compatible with Backplane mount serial communication.
• Compatible with commercial and Defence aviation CCR system.
• Remote control system for accessing CCR and allied system over serial or TCP.
• Indigenized local Support/presence in India.
Application
• Remote control: Parallel or serial interface.
• Compatible with MAFI CCR system.
• Compatible with IDM8000 CCR.
• Compatible with Backplane mount serial communication.
• Compatible with commercial and Defence aviation CCR system.
• Remote control system for accessing CCR and allied system over serial or TCP.
• Indigenized local Support/presence in India.
• Easy in configuration using DIP switches.
2. Antonymy of the Smoothness of a Roadway
Construction Practices
DesignStrategy
Poor Best
AppropriatePoor
Really
Bad
Bad
So So
Great
Hitting Here is What
All of Us Owe the Tax
Payers of California
3. Goals for Today’s Presentation
Review Smoothness Terminology
Review Issues on Projects for Smoothness
Brief Overview of 2D and 3D Technology
Come to the Only Logical Solution to Obtain
Smoothness
4. Disclaimer
This Presentation is for Educational Purposes Only
The Goal is to Improve All Aspects of Smoothness
Its Should Not Be Used in the Preparation or Defense of
Any Claim or Dispute Without The Written Consent of
the Author and CalAPA
5. Terminology Overview -
International Roughness Index (IRI)
IRI is a smoothness value obtained by processing a profile
through the ProVAL computer program (algorithm)
It is based on a golden car (representing 70% of vehicles)
It analyzes roughness inputs in a single wheel path
7. Areas of Localized Roughness (ALR)
ALRs are individual roughness locations (caused by bumps or dips) where the IRI of the
existing surface exceeds a specified IRI level. It is expressed by peak IRI value
8. 528’
One Wheel Path Only
Mean Roughness Index (MRI)
MRI is the average of the IRIs from the left and right wheel paths over a 0.1 mile (528)
section of a lane
9. Definitions –MRI
0.1
mile
0.1
mile
ETW
RWP = Right Wheel Path LWP = Left Wheel Path
ETW
Direction of Travel
RWP
LWP
Ave. IRI = 58 in/mi
Ave. IRI = 62 in/mi
Direction of Travel
MRI = 60 in/mi
Ave. IRI = 64 in/mi
Ave. IRI = 60 in/mi
MRI = 62 in/mi
10. Terminology - This is NOT a Grinder
This is a:
• Cold Planer
• Mill
• Cold Mill
It typically has conical carbide tipped cutting tools (teeth)
Therefore prohibited by specification for final surfaces
It can have diamond tipped tools. A few have flat teeth
Its head height can change continuously based on a
referencing system or automatic machine guidance
11. Micro Mill vs
Standard Cold Planer
Micro Milled Surface Standard Milled Surface
Micro Milling Drum
Standard Milling Drum
Smooth surfaces can be obtained with a
standard cold planer
A micro mill finer tool pattern provides:
• Less raveling of exposed aggregate
from traffic
• Smaller ridges and valleys for less
cover needed
• Better surface control for smaller
removals
• Less surface impact due to teeth
wear
12. In All Cold Planing Best Practices Must Be Followed:
Transitions into and out of cuts must be smooth
The milled surface must be cleaned well
The drum must not be stopped while still in the cut
The mill’s mechanical systems must be maintained
The cutting tools and blocks must be maintained and/or replaced as
needed
13. Appropriate Continuous Speeds Must be Maintained
Do not out run the pattern – The texture changes as speed
increases. Don’t overrun averaging system
It may not be about production!!
14. Terminology - This is a Diamond Grinder
Gives a smooth finish
surface. Good for final
surface corrections
Is a “rigid” frame
planer equipped with
diamond tipped blades
Head height is set
and fixed to the
position of the front
and rear wheels
15. Diamond Grinding or Cold Planing
Corrections Can Only Do So Much
Can only go deeper or wider
Can’t fix a pavement or subgrade
16. WORKING CRACKS – Respond Dynamically to
Vehicles, Including Inertial Profiler
Working – Not correctible
by grinding or cold planing
Non Working – Likely correctible
by grinding or cold planing
17. Definitions of Opportunities
and Referencing
Existing Surface (200 MRI)
Opportunity 1 (Improvement to 90 MRI) Opportunity 2 (Improvement to 60 MRI)
Must Be Variable Depth
18. Existing Surface
MRI (in/mi)
New Surface
MRI (in/mi)
300 120
200 90
150 75
120 65
90 60
60 45
*Based Upon One Smoothness Opportunity Using Best Paving Practices
Reasonable Expected Improvement Values
For Each Smoothness Opportunity*
So if you want to a achieve a smoothness level but the existing is too rough for
the design strategy, you need to add a smoothness opportunity
20. Pre-Pave Corrections (Pre-Pave
Grinding)
Existing Asphalt Surface Prior to Overlay
or Pavement Preservation Seal
Existing Pavement Surface
Aggregate Base/Subgrade
Pre-Pave Correction
Should be a Smoothness
Opportunity
HMA Overlay
But is it?
21. +/-
Existing Pavement Surface
Entire roadway corrected 100%
to no ALR > than 180 in/mi
Pre Pave Correction
With Overlay
Example
Requires 0.15’ HMA overlay
22. +/-
Existing Pavement SurfaceHMA Overlay
Referencing system not using pre
pave corrections – Using rougher
shoulder and not corrected
pavement
Pre pave corrections provide little
opportunity to improve to
smoothness
Pre Pave Correction
With Overlay Ex. Cont.
23. May Need to Set Up Referencing
System Differently
24. +/-
Existing Pavement SurfaceHMA Overlay
Variable Width
Paving
Variable width paving causes a
change to the head of material
against the screed
Difficult to produce a level,
smooth pavement surface if the
head of material fluctuates
against the screed
25. Constant Head of Material
Half auger level
Constant resistance
Constant depth
Increased Head of Material
Increased height
Resistance increased
Depth increases
Decreased Head of Material
Decreased height
Resistance decreased
Depth decreases
Head of Material in Front of the Screed
Screed will change its height (relative position) due to the
resistance from the head of material in the auger chamber
27. Variable Depth
Cold Planing
Must be Used
Constant depth will
transfer the roughness
to the bottom of the
cold planed surface
Good averaging
systems should be
used when cold
planing the existing
surface
Variable Depth
2D Averaging - Sufficient for the
Majority of Applications if an Effective
Correction Strategy is Designed
28. For 2D Averaging, Referencing Is Important!
Here?
Where Do We Run the Reference Averaging
System While Cold Planing?
Here?
Need to Find
Smoothest
Referencing
Surface
Available
29. +/-
Existing Pavement Surface
Cold Planing Could
be an Opportunity
But not if the paver
does not use it for 2D
referencing
Paver 2D referencing
needs to be on cold
planed surface if
smoother
Must also consider
matching constraints
30. Matching Constraints and
Challenges with Smoothness
Existing Pavement Surface
Aggregate Base/Subgrade
Filled HMA
How do you run a
matching shoe on a 120
in/mi MRI shoulder?
But pave a 60 in/mi MRI
just 3 feet over?
Not likely
Need to allow
variable depth
paving with a good
referencing surface
32. If delamination occurs,
the cut depth must be
increased
Paving over a
delaminated surface
can result in differential
compaction
A delaminated surface
will also provide a
rough reference line for
the paver
Delamination
33. For 2D, Referencing Has a
Major Impact on Smoothness
The longer and smoother the reference, the
smoother the pavement .
And Please! –
Once a good reference line is set, trust the
equipment!
Manual adjustment = ALR
Variable depth thin cut ski runs for a cold planer or
paver can be made if necessary
34. Example Project of True Partnering
Fog Line
Existing Pavement Surface
Cold Plane
Originally Proposed Strategy
No Place for Referencing
for Cold Planer or Paver
Centerline
Variable Width Uneven
Shoulder
Filled HMA
Uneven Fills
35. Example Project (Cont.)
Fog Line
Existing Pavement Surface
Cold Plane
Partnered Constructed Strategy
Cut Ski Run for Paver
Referencing
Centerline
Shoulder Filled Separately
Filled HMA
Even Width Fill
37. +/-
Existing Pavement SurfaceCIR
Contractor Spent Weeks of
Corrections in Wheel Path
Old Specification - CIR
Required 75 in/mi MRI
But Paver did Not use
Corrected Surface for
2D referencing
HMA Overlay
Guesss What?
38. CIR as a Smoothness Opportunity?
CIR tends to make a smooth surface
rougher and rough surface smoother
CIR smoothness is influenced by a
variety of things:
• Many different varying previous
overlays
• Multiple maintenance surface
seals
• Variations in distresses
• Environmental conditions
• Air temperature
• Pavement temperature
39. Its More About Using Best Paving Practices
Regardless of the existing roadway’s roughness, using best practices
can result in smoothness of the CIR of about 90 in/mi MRI (New Spec)
A 60 in/mi MRI should then be attainable on the HMA overlay
40. CIR Section with Test Project of one mile at end of project
NB lane
No ProVAL SAM analysis
Micro milled with averaging system – Took 4.5 hours
Corrected average MRI of 95.6 in/mi to 70.7 in/mi
Corrected 7 areas of ALR over 180 in/mi to no areas of ALR over 180 in/mi
SB lane
ProVAL SAM system followed completely using a diamond grinder –
Stopped after 8 hours Corrected Average MRI of 93.9 in/mi to 84.7 in/mi
Tried to correct 3 areas of ALR over 180 in/mi but still had 3 areas of ALR
over 180 in/mi when stopped
Correct CIR With a Micro Mill and Not
Diamond Grinder
41. Consistency - Head of Material on Screed
Besides Referencing
Consistency = Best Paving Practices
Consistency - Paving Speed
Consistency - Mix Temperature
42. Check Your Crew Against a Reasonable
Expectation Metric
• Mark Collection Start of Your IP Run Before Paving
• Determine MRI of the Existing Before Paving
• Determine MRI After Paving
• Compare Each 0.1 mile Section To the Below:
43. If You Are Not Meeting Expectations
CalAPA’s ½ Day Training Class
PAVEMENT SMOOTHNESS ESSENTIALS
-- NEW SPECIFICATIONS, TECHNOLOGY
& BEST PRACTICES
Consider Training
44. 3D Control -
Total Station Machine Control
The Preferred
Choice When
Required to Cut
to Specific
Grades at
Specific
Elevations
45. Oakland Airport With 6 Automatic Machined
Controlled Mills Working Simultaneously
48. Approx. 600’ Approx. 600’ Approx. 600’Approx. 600’
Limited to 1,200’ Spacing
and Leap Frogging of Guns
49. Traffic control is typically required to
take existing surface readings to build
model
With one set of existing surface
readings models can be made for
control of the cold planer and multiple
paving lifts
Total Station Modeling
50. An Alternative 3D Solution for Rehab Projects
Uses GPS to Position Horizontally with Scanned Surface for Vertical Road Surface
Can use LiDAR
Relative Surface Scanning
52. Machine Control is Based Upon Relative
Depth and Not Elevation
Approx. 2 Miles
No Need to Leap Frog Base
Station
Approx. 2 Miles
Traffic control is not required to take
readings to build model
Model cannot be used for multiple
lifts. A new model is required for
paving or if surface has changed at all
Subject to GPS quality issues
53. Conclusion –
How To Get A Smooth Road
Agency +
Contractor -
Use Best Construction
Practices
Agency -
Incorporate A Design
Strategy Appropriate for
Existing Roadway
Conditions
Contractor
Together
The Only Way to Get
The Best Roadways!
No matter how well a pavement is designed and built, no matter how long that pavement lasts, the users of the roadway will call it good or bad primarily based on the smoothness (or comfortability) of the ride.
Numerous studies by the Federal Highway Administration, National Cooperative Highway Research Program (NCHRP), and National Asphalt Pavement Association (NAPA) have looked at the affect of smoothness on pavement life. There studies have found a common thread: Pavement built smoother tend to last longer. One reason as to why they last longer could be attributed to the effect of dynamic loading. Rougher pavements result in more dynamic loading, subjecting pavements to much heavier loads than they were designed for. Thus, wearing them out faster.
There is evidence from limited studies of smoothness progression over time shows that pavements built smoother will stay smoother longer. There are a lot of design and construction factors that influence smoothness; but when designed and constructed properly, smoother roads tend to stay smoother longer.
Rough roads can result in a loss of vehicle control, a reduction in a person’s ability to perform motor tasks, driver fatigue, and an increased frequency of lost load accidents.
Smoother roads help save both the user and owner-agency money. Studies suggest that pavements built smoother initially, require less maintenance over the life of the pavement. Additionally studies have shown that smoother pavements decrease both fuel consumption and vehicle maintenance for users.
No matter how well a pavement is designed and built, no matter how long that pavement lasts, the users of the roadway will call it good or bad primarily based on the smoothness (or comfortability) of the ride.
Numerous studies by the Federal Highway Administration, National Cooperative Highway Research Program (NCHRP), and National Asphalt Pavement Association (NAPA) have looked at the affect of smoothness on pavement life. There studies have found a common thread: Pavement built smoother tend to last longer. One reason as to why they last longer could be attributed to the effect of dynamic loading. Rougher pavements result in more dynamic loading, subjecting pavements to much heavier loads than they were designed for. Thus, wearing them out faster.
There is evidence from limited studies of smoothness progression over time shows that pavements built smoother will stay smoother longer. There are a lot of design and construction factors that influence smoothness; but when designed and constructed properly, smoother roads tend to stay smoother longer.
Rough roads can result in a loss of vehicle control, a reduction in a person’s ability to perform motor tasks, driver fatigue, and an increased frequency of lost load accidents.
Smoother roads help save both the user and owner-agency money. Studies suggest that pavements built smoother initially, require less maintenance over the life of the pavement. Additionally studies have shown that smoother pavements decrease both fuel consumption and vehicle maintenance for users.
No matter how well a pavement is designed and built, no matter how long that pavement lasts, the users of the roadway will call it good or bad primarily based on the smoothness (or comfortability) of the ride.
Numerous studies by the Federal Highway Administration, National Cooperative Highway Research Program (NCHRP), and National Asphalt Pavement Association (NAPA) have looked at the affect of smoothness on pavement life. There studies have found a common thread: Pavement built smoother tend to last longer. One reason as to why they last longer could be attributed to the effect of dynamic loading. Rougher pavements result in more dynamic loading, subjecting pavements to much heavier loads than they were designed for. Thus, wearing them out faster.
There is evidence from limited studies of smoothness progression over time shows that pavements built smoother will stay smoother longer. There are a lot of design and construction factors that influence smoothness; but when designed and constructed properly, smoother roads tend to stay smoother longer.
Rough roads can result in a loss of vehicle control, a reduction in a person’s ability to perform motor tasks, driver fatigue, and an increased frequency of lost load accidents.
Smoother roads help save both the user and owner-agency money. Studies suggest that pavements built smoother initially, require less maintenance over the life of the pavement. Additionally studies have shown that smoother pavements decrease both fuel consumption and vehicle maintenance for users.
No matter how well a pavement is designed and built, no matter how long that pavement lasts, the users of the roadway will call it good or bad primarily based on the smoothness (or comfortability) of the ride.
Numerous studies by the Federal Highway Administration, National Cooperative Highway Research Program (NCHRP), and National Asphalt Pavement Association (NAPA) have looked at the affect of smoothness on pavement life. There studies have found a common thread: Pavement built smoother tend to last longer. One reason as to why they last longer could be attributed to the effect of dynamic loading. Rougher pavements result in more dynamic loading, subjecting pavements to much heavier loads than they were designed for. Thus, wearing them out faster.
There is evidence from limited studies of smoothness progression over time shows that pavements built smoother will stay smoother longer. There are a lot of design and construction factors that influence smoothness; but when designed and constructed properly, smoother roads tend to stay smoother longer.
Rough roads can result in a loss of vehicle control, a reduction in a person’s ability to perform motor tasks, driver fatigue, and an increased frequency of lost load accidents.
Smoother roads help save both the user and owner-agency money. Studies suggest that pavements built smoother initially, require less maintenance over the life of the pavement. Additionally studies have shown that smoother pavements decrease both fuel consumption and vehicle maintenance for users.
No matter how well a pavement is designed and built, no matter how long that pavement lasts, the users of the roadway will call it good or bad primarily based on the smoothness (or comfortability) of the ride.
Numerous studies by the Federal Highway Administration, National Cooperative Highway Research Program (NCHRP), and National Asphalt Pavement Association (NAPA) have looked at the affect of smoothness on pavement life. There studies have found a common thread: Pavement built smoother tend to last longer. One reason as to why they last longer could be attributed to the effect of dynamic loading. Rougher pavements result in more dynamic loading, subjecting pavements to much heavier loads than they were designed for. Thus, wearing them out faster.
There is evidence from limited studies of smoothness progression over time shows that pavements built smoother will stay smoother longer. There are a lot of design and construction factors that influence smoothness; but when designed and constructed properly, smoother roads tend to stay smoother longer.
Rough roads can result in a loss of vehicle control, a reduction in a person’s ability to perform motor tasks, driver fatigue, and an increased frequency of lost load accidents.
Smoother roads help save both the user and owner-agency money. Studies suggest that pavements built smoother initially, require less maintenance over the life of the pavement. Additionally studies have shown that smoother pavements decrease both fuel consumption and vehicle maintenance for users.
No matter how well a pavement is designed and built, no matter how long that pavement lasts, the users of the roadway will call it good or bad primarily based on the smoothness (or comfortability) of the ride.
Numerous studies by the Federal Highway Administration, National Cooperative Highway Research Program (NCHRP), and National Asphalt Pavement Association (NAPA) have looked at the affect of smoothness on pavement life. There studies have found a common thread: Pavement built smoother tend to last longer. One reason as to why they last longer could be attributed to the effect of dynamic loading. Rougher pavements result in more dynamic loading, subjecting pavements to much heavier loads than they were designed for. Thus, wearing them out faster.
There is evidence from limited studies of smoothness progression over time shows that pavements built smoother will stay smoother longer. There are a lot of design and construction factors that influence smoothness; but when designed and constructed properly, smoother roads tend to stay smoother longer.
Rough roads can result in a loss of vehicle control, a reduction in a person’s ability to perform motor tasks, driver fatigue, and an increased frequency of lost load accidents.
Smoother roads help save both the user and owner-agency money. Studies suggest that pavements built smoother initially, require less maintenance over the life of the pavement. Additionally studies have shown that smoother pavements decrease both fuel consumption and vehicle maintenance for users.
No matter how well a pavement is designed and built, no matter how long that pavement lasts, the users of the roadway will call it good or bad primarily based on the smoothness (or comfortability) of the ride.
Numerous studies by the Federal Highway Administration, National Cooperative Highway Research Program (NCHRP), and National Asphalt Pavement Association (NAPA) have looked at the affect of smoothness on pavement life. There studies have found a common thread: Pavement built smoother tend to last longer. One reason as to why they last longer could be attributed to the effect of dynamic loading. Rougher pavements result in more dynamic loading, subjecting pavements to much heavier loads than they were designed for. Thus, wearing them out faster.
There is evidence from limited studies of smoothness progression over time shows that pavements built smoother will stay smoother longer. There are a lot of design and construction factors that influence smoothness; but when designed and constructed properly, smoother roads tend to stay smoother longer.
Rough roads can result in a loss of vehicle control, a reduction in a person’s ability to perform motor tasks, driver fatigue, and an increased frequency of lost load accidents.
Smoother roads help save both the user and owner-agency money. Studies suggest that pavements built smoother initially, require less maintenance over the life of the pavement. Additionally studies have shown that smoother pavements decrease both fuel consumption and vehicle maintenance for users.