La presente tesis tiene por finalidad elaborar una base de datos en el Software Qgis, aplicando la técnica del Método PCI con un sistema georreferenciado para conocer el estado actual de los pavimentos rígidos y flexibles del distrito de Bellavista, Sullana. En primer lugar, se zonifica el área de análisis según el tipo de pavimento que presentan las vías y se realiza la clasificación de las calles y transversales donde es aplicable el Método PCI (Pavement condition Index). Seguido de la obtención de las cantidades de unidades de muestra por secciones (avenidas, calles o transversales), para posteriormente realizar el inventario de fallas en una hoja de registro y obtener el índice de condición de las unidades de muestra, y más adelante determinar la condición de toda la calle. Con la información recolectada en campo, y después de haber realizado el levantamiento topográfico de las secciones analizadas que es determinante para elaborar la base de datos en el software, se lleva a cabo el seguimiento a las fallas para determinar sus coordenadas UTM utilizando un GPS navegador. Una vez obtenida el detalle de las fallas y sus respectivas coordenadas se procede a realizar los trabajos de gabinete donde se modela en el Software Qgis el mapa catastro y se insertan las coordenadas de cada falla evaluada. Por lo que, el estudio se centra en crear una base de datos con los índices de condición de las vías que componen el distrito de Bellavista. Finalmente, a través de la base de datos se puede generar una herramienta útil y eficaz para la Municipalidad de Bellavista, ya que actualmente no cuenta con información suficiente para realizar el control y monitoreo de los pavimentos. / The purpose of this thesis is to elaborate a database in the Qgis Software, applying the PCI Method technique with a georeferenced system to know the current state of rigid and flexible pavements in the Bellavista district, Sullana. In the first place, the analysis area is zoned according to the type of pavement that the roads present and the classification of the streets and cross-sections where the PCI Method (Pavement condition Index) is applicable is carried out. Followed by obtaining the quantities of sample units by sections (avenues, streets or cross-sections), to later carry out the inventory of failures in a record sheet and obtain the condition index of the sample units, and later determine the condition of the entire street. With the information collected in the field, and after having carried out the topographic survey of the analyzed sections, which is decisive for preparing the database in the software, the faults are tracked to determine their UTM coordinates using a GPS navigator. . Once the details of the faults and their respective coordinates have been obtained, the cabinet work is carried out where the cadastre map is modeled in the Qgis Software and the coordinates of each evaluated fault are inserted. Therefore, the study focuses on creating a database with the condition indices of the roads that make up the Bellavista district. Finally, through the database, a useful and effective tool can be generated for the Municipality of Bellavista, since it currently does not have enough information to carry out the control and monitoring of the pavements. / Tesis

En la investigación actual se realizó un estudio de las propiedades mecánicas del concreto utilizado para la rehabilitación de pavimentos flexibles, a través de la metodología de Whitetopping, mediante la adición de fibras sintéticas. Esta nueva técnica se aplicó en la Avenida Central de San Juan de Lurigancho, en Lima, para lo cual se planteó como objetivo general determinar el cambio de las propiedades mecánicas del concreto con adición de las mencionadas fibras sintéticas para rehabilitar pavimentos flexibles. Los resultados fueron satisfactorios, obteniéndose para las resistencias a la tracción un aumento de 27.30 kg/cm2 sin fibra a 33.80 kg/cm2 con fibra al 4 %, y 41.71 kg/cm2 con fibra al 7 %. Con respecto a la resistencia a flexión, aumentó de 33.3 kg/cm2 sin fibra a 41.4 kg/cm2 con fibra al 4 %, y 50.6 kg/cm2 con fibra al 7 %. Y, por último, en el módulo de elasticidad mejoró de una deformación de 24.9 GPa sin fibra a 25.2 GPa con fibra al 4 % y 25.6 GPa al 7%. Finalmente se calculó el espesor del pavimento Whitetopping en función al estudio del tráfico y todas las variables definidas en la ecuación establecida por AASHTO 93, donde se obtuvo que el espesor del pavimento Whitetopping es de 17 cm, por lo tanto, se logró un Whitetopping delgado. Se concluyó que, con el uso de fibra sintéticas en el concreto Whitetopping, se mejoraron las propiedades del concreto. / In the current research, a study of the mechanical properties of the concrete used for the rehabilitation of flexible pavements was carried out, through the Whitetopping methodology, by means of the addition of synthetic fibers. This new technique was applied in the Central Avenue of San Juan de Lurigancho, in Lima, for which the general objective was to determine the change in the mechanical properties of concrete with the addition of the aforementioned synthetic fibers to rehabilitate flexible pavements. The results were satisfactory, obtaining for the tensile strengths an increase of 27.30 kg/cm2 without fiber to 33.80 kg/cm2 with 4% fiber, and 41.71 kg/cm2 with 7% fiber. Regarding flexural strength, it increased from 33.3 kg/cm2 without fiber to 41.4 kg/cm2 with 4% fiber, and 50.6 kg/cm2 with 7% fiber. And, finally, the modulus of elasticity improved from a deformation of 24.9 GPa without fiber to of 25.2 GPa with fiber at 4% and 25.6 GPa at 7%. Finally, the thickness of the Whitetopping pavement was calculated based on the traffic study and all the variables defined in the equation established by AASHTO 93, where it was obtained that the thickness of the Whitetopping pavement is to 17 cm, therefore, a slim whitetopping was achieved. It was concluded that, with the use of synthetic fiber in the whitetopping concrete, the properties of the concrete were improved. / Tesis

The theoretical part of the diploma thesis recapitulates the existing literature in the field of recycling asphalt mixtures with a higher content of RAP (Reclaimed asphalt pavement). The practical part of the diploma thesis examines changes in the properties of asphalt mixtures with a higher content of RAP, due to changes in mixing time. Five mixtures have been proposed for this research. It is an asphalt mixture intended for the road abrasive layer (ACO 11+). Reference mixture "A" without RAP, with a standard mixing time of 25 seconds. Mixture "B" with 40% RAP, without rejuvenator, with an extended mixing time of 40 seconds. Mixture "C" with 40% RAP, with rejuvenator and standard mixing time. Mixture "D" with 40% RAP with rejuvenator and extended mixing time of 40 seconds. Mixture "E" with 40% RAP, with rejuvenator and extended mixing time of 55 seconds.

A new simple design approach will be described that utilizes test results from the Repeated Load Triaxial Apparatus to establish the risk level of permanent deformations in the unbound granular layers (UGL) in pavement constructions under consideration of the seasonal effects. From this data a serviceability limit line (plastic shakedown limit) stress boundary for the unbound granular materials (UGM) was defined for different moisture contents. Below this line the material will have stable behavior. The serviceability limit line was applied in a finite-element (FE)-program FENLAP to predict whether or not stable behavior occurs in the UGM. To calculate the stress in the UGL, a nonlinear elastic model (Dresden Model), which is described in the paper, was implemented into the FE-program. The effects of changing moisture content during Spring-thaw period and asphalt temperature on pavement structural response were investigated. Additionally, permanent deformation calculations for the UGL were performed taking the stress history into consideration. The results clearly demonstrate that, for pavement constructions with thick asphalt layers, there is no risk of rutting in the granular base, even at high number of load repetitions. The study showed that the proposed design approach is a very satisfactory simple method to assess the risk against rutting in the UGL, even without the calculation of the exact permanent deformation of the pavement construction.

Over the past decades, several new technologies/materials (such as WMA, RAP, rubber, polymers, bio-binders…etc.) were incorporated into asphalt mixtures. However, current mix-design specifications evaluate all mixtures containing these different additives/technologies based on volumetric. Further, RAP incorporation in asphalt mixtures is still limited, and the influence of lowered production temperatures on RAP contribution in RAP-WMA mixtures is understudied. To tackle these issues, this study presents a comprehensive evaluation of the effect of production factors ( RAP content and source, binder grade, and production temperatures) on the effective binder in WMA-RAP mixtures, and the role of the effective binder in controlling mixture performance.The experimental program included evaluation of the compaction, cracking, and rutting performance of WMA-RAP mixtures produced with a different combination of the production factors. The Semi-Circular Bend (SCB) test at intermediate temperatures was used for cracking evaluation, while the Indirect Tension Test at High Temperatures (IDT-HT) was used for rutting evaluation. Further, the study included rheological characterization of extracted binder from the mixtures to investigate the role of the effective binder on cracking performance. The results showed that the effective binder properties are changed significantly with changes in the production factors, as measured by the extracted binder rheological properties. Also, the properties of the effective binder showed a direct control of the mixture performance as measured by the IDT-HT strength and the flexibility index obtained from the SCB test. Binder selection limits were developed for lab-produced WMA-RAP mixtures based on the Glover-Rowe parameter. Finally, a validation study was conducted using data from four different projects, including a field project in Texas, FHWA’s accelerated loading facility, a laboratory mixture study in Wisconsin, and a New Hampshire DOT study to confirm the refine the findings of this study. / Civil Engineering

Recently, Sustainable engineering has become a necessity due to the limited availability of virgin materials, environmental concerns, and the lack of economic resources. According to the United Nations, "Sustainable engineering is the process of using resources in a way that does not compromise the environment or deplete the materials for future generations." However, developing cost-efficient and long-term road infrastructure has always been a challenge. Therefore, novel solutions are required to extend the pavement life cycle and minimize raw materials utilization to overcome this challenge. This research focuses on integrating the waste material to produce rheological engineered asphalt mixtures as pavement material. This study utilized three wastes, which are Off-spec fly ash (OFA), Reclaimed Asphalt Pavement (RAP), and finally, a bio-oil extracted from Spent Coffee Ground (SCG). OFA is a viable source for recycling due to the quantities produced yearly and deposited in landfills. For many years fly ash has been effectively used as a partial replacement for Portland cement in producing different types of concrete, embankments, and soil stabilization. Most of the underutilized fly ash is Off-Spec. That was the motive behind adopting the OFA in this study. This study aims to investigate the fly ash's interaction with the asphalt binder as an additive rather than a filler. Few studies evaluated this hypothesis regarding fly ash as an additive. Moreover, this research's novelty comes as there is a lack of research evaluating the fly ash-asphalt physio-chemical interaction. RAP utilization in roads infrastructure became a current state of practice. Most state Departments of Transportation (DOTs) have been using RAP at a composition average of about 20% of the mix by mass. This study focuses on maximizing the utilization of the RAP content through using a bio-oil extracted from the SCG as a new promising rejuvenator. Spent coffee ground is not well recycled, and almost six million tons are sent to landfills every year. This waste was found to release methane into the atmosphere; methane is the second-most abundant greenhouse gas and has a global warming potential up to 86 times greater than CO2, which is highly harmful to the environment. In this study, the overreaching goal is to develop a green, innovative, and sustainable approach by recycling three different types of wastes (OFA, RAP, and SCGO) to achieve high-performance asphalt pavements. In addition, this study documents the science-based approach to successfully integrating these wastes as substitutes to the asphalt binder. Results show that some OFAs are associated with improved rheological performance, damage healing, and cracking resistance as an asphalt binder additive. The improvement is attributed to the level of interaction between the binder and the physical and chemical characteristics of the OFA. The use of rejuvenators further improved the aging resistance of the ash blends, suggesting high potential synergy, especially the proposed SCGO rejuvenator, which promotes utilizing it as a promising eco-friendly rejuvenator in the asphalt pavement industry. After engineering a product built by OFA and rejuvenators, these results have been validated by mixtures’ scale testing. 62% optimum RAP content is suggested to be utilized with an 11% dosage of the proposed SCGO rejuvenator as binder replacement. For the new engineered OFA/rejuvenators products, a 30% optimum RAP content is suggested to be used. Finally, Life Cycle Assessment (LCA) is conducted to evaluate the environmental potential of utilizing multi recycled materials in the Hot Mix Asphalt (HMA) industry. The results show a reduction in environmental impacts with RAP utilization and the new eco-friendly products (OFA and SCGO rejuvenator). Shifting HMA plant fuel to natural gas instead of Heavy Fuel Oil (HFO) offers considerable potential environmental benefits. Adopting the Ultrasonic Assisted-oil Extraction (UAE) as SCGO rejuvenator extraction method showed less energy and solvent consumption than the Soxhlet extraction, resulting in less environmental impacts. / Civil Engineering

Soil-cement is an integral part of pavement design, especially in areas that are aggregate deprived, such as Mississippi. Current designs are reliant on the relationship of unconfined compressive strength (UCS) to other mechanical properties. The other properties discussed in this dissertation are Modulus of Elasticity (E), Indirect Tensile Strength (St), and Modulus of Rupture (MOR). This dissertation includes a comprehensive review of past design methods and mechanical property relationships. While some mechanical property relationships were shown to be well understood (i.e. St to UCS), others were not as accurate, especially for the later life mechanical properties (i.e. MOR to UCS and E to UCS). This dissertation investigates the Plastic Mold (PM) Compaction (PM) Device and its ability to measure mechanical property relationships (UCS, E, St) for soil-cement as well as different materials, such as lime stabilized subgrade and Cold in Place Recycling (CIR) stabilized with cement. These mechanical property relationships were compared to soil-cement beam specimens, which are capable of being tested for the four previously mentioned mechanical properties from an individual specimen. Finally to have a better understanding of the later life mechanical properties and their relationships, PM and beam specimens were exposed to elevated temperatures to forecast out how these properties interrelate over time. These mechanical property values and relationship were then compared to Mississippi field cores ranging from 10 to 54 years old. These protocols, beam and elevated curing, were able to replicate what was seen for pavement cores that were extracted after decades of service. Over 1300 specimens were testing showing how these mechanical properties interacted from early ages and throughout a pavement’s life.

No description available.

Reuse of reclaimed asphalt pavement (RAP) in the full-depth recycling (FDR) process is a cost-effective and environmentally responsible method of asphalt pavement reconstruction. Although FDR has been used for several years in some locations, the effect of RAP on the mechanical properties of recycled base materials has not been well documented. The purpose of this research was to investigate the influence of RAP on the mechanical properties of recycled base materials typical of northern Utah. Two sources of RAP, two sources of base, and RAP contents of 0, 25, 50, 75, and 100 percent were utilized in a full-factorial experimental design with three replicates of each unique combination. Testing procedures consisted of material classifications, compaction tests, and evaluations of strength, stiffness, and moisture susceptibility of each material blend. The California bearing ratio (CBR) test was used to measure strength, the free-free resonant column test was used to measure stiffness, and the tube suction test (TST) was used to measure moisture susceptibility. Once all the testing was completed, a fixed effects analysis of variance (ANOVA) was performed on each of the test results, or dependent variables. The independent variables were RAP content, RAP type, and base type, together with all their interactions. Results of the ANOVA were used to quantify the effects of RAP on the mechanical properties of the base materials. The data indicate that CBR values decrease as RAP content increases, with the greatest percentage reduction occurring with the addition of 25 percent RAP. For stiffness testing at the optimum moisture content determined for each blend, the general trend was a decrease in stiffness from 0 percent RAP to 25 percent RAP, followed by a steady increase in stiffness as the RAP content was increased from 25 to 100 percent. Following a 72-hr drying period at 140ºF, however, the general trend reversed; an increase in stiffness occurred as the RAP content was increased from 0 to 25 percent, and a steady decrease in stiffness was observed for RAP contents above 25 percent. The TST data suggest that additions of 25 and 50 percent RAP actually increase the moisture susceptibility of the recycled material compared to the neat base, although the blended material tested in this study was classified as non-moisture-susceptible when the RAP content was 75 percent or higher. Because of the marked impact of RAP content on the mechanical properties of recycled base materials, engineers should accurately determine asphalt layer thicknesses prior to pavement reconstruction and carefully determine the optimum blending depth for each project. While asphalt milling or base overlays may be required in some locations to avoid excessively high RAP contents, reduced blending depths may be warranted in other areas to prevent the use of low RAP contents. In summary, while the use of RAP in the FDR process is environmentally responsible and offers potentially significant cost savings, thicker pavement base layers, base stabilization, or both may be required in many instances to ensure adequate long-term pavement performance.

Because winter maintenance is so costly, Utah Department of Transportation (UDOT) personnel asked researchers at Brigham Young University to determine whether asphalt or concrete pavements require more winter maintenance. Differing thermal properties suggest that, for the same environmental conditions, asphalt and concrete pavements will have different temperature profiles. Climatological data from 22 environmental sensor stations (ESSs) near asphalt roads and nine ESSs near concrete roads were used to 1) determine which pavement type has higher surface temperatures in winter and 2) compare the subsurface temperatures under asphalt and concrete pavements to determine the pavement type below which more freeze-thaw cycles of the underlying soil occur. Twelve continuous months of climatological data, primarily from the 2009 calendar year, were acquired from the road weather information system operated by UDOT, and erroneous data were removed from the data set. To predict pavement surface temperature, a multiple linear regression was performed with input parameters of pavement type, time period, and air temperature. Similarly, a multiple linear regression was performed to predict the number of subsurface freeze-thaw cycles, based on month, latitude, elevation, and pavement type. A finite-difference model was created to model surface temperatures of asphalt and concrete pavements based on air temperature and incoming radiation. The statistical analysis predicting pavement surface temperatures showed that, for near-freezing conditions, asphalt is better in the afternoon, and concrete is better for other times of the day, but that neither pavement type is better, on average. Asphalt and concrete are equally likely to collect snow or ice on their surfaces, and both pavements are expected to require equal amounts of winter maintenance, on average. Finite-difference analysis results confirmed that, for times of low incident radiation (night), concrete reaches higher temperatures than asphalt, and for times of high incident radiation (day), asphalt reaches higher temperatures than concrete. The regression equation predicting the number of subsurface freeze-thaw cycles provided estimates that did not correlate well with measured values. Consequently, an entirely different analysis must be conducted with different input variables. Data that were not available for this research but are likely necessary in estimating the number of freeze-thaw cycles under the pavement include pavement layer thicknesses, layer types, and layer moisture contents.