Thesis (M.S.) in Civil Engineering--University of Maine, 2001. / Includes vita. Includes bibliographical references (leaves 120-123).

Thesis(M.S.)--Auburn University, 2005. / Abstract. Includes bibliographic references (p.129-134).

Thesis--Auburn University, 2009. / Abstract. Vita. Includes bibliographical references (p. 148-153).

Due to the 15-20 year life span of roofing shingles, 1.5 million tonnes of asphalt roofing shingles are being demolished and replaced annually in Canada from both residential and commercial facilities. These roofing shingles are manufactured from very high quality materials which are considered a valuable by-product. Recycled Asphalt Shingles (RAS), a product containing approximately 30% asphalt cement by mass, is a valuable additive to Hot Mix Asphalt (HMA) pavements and a potential savings for the construction industry. Recycling of demolished asphalt shingles is a significant new step forward in abating the need to put the waste into landfills. This re-use creates a great opportunity in reducing materials being dumped at landfills while providing an additive to HMA mixtures for paving. Therefore, this leads to economic, environmental, and social benefits for all the stakeholders and road users such as reduced need for landfill space, conservation of virgin materials and environment, and financial saving. The research involved evaluating the use of demolished shingles in six typical Ontario Hot Mix Asphalt (HMA) mixtures; HL 3 (1.5% RAS, 13.5% RAP), binder layer mixes SP19 (6% RAS, and 3% RAS, 25% RAP), surface layer mixes SP12.5 FC 1(3% RAS, 17% RAP) and SP12.5 FC2 (6% RAS and 3% RAS, 12% RAP). The six HMA mixes were also designed to contain Recycled Asphalt Pavement (RAP). This further complicated the research as both RAP and RAS were added. All mixes were designed and tested at CPATT laboratory; in addition a test section was paved at the CPATT Test Track. This research involved both laboratory and field evaluations of mixes containing RAS to develop pavement performance modeling for all six mixes using the updated Mechanistic-Empirical Pavement Design Guide (MEPDG). A life-cycle assessment of the six HMA mixes was performed to quantify the environmental impacts using the Pavement Life-Cycle Assessment Tool for Environmental and Economic Effects (PaLATE) and rigorous economic costs/benefits were assessed using Life Cycle Cost Analysis (LCCA). Calibrations of models for Ontario conditions were completed. Test slabs were also constructed to simulate climatic changes by running freeze-thaw cycles based on weather data over the past ten years. Three field test sections located in the Town of Markham and one at the CPATT Test Track were monitored and assessed under as part of the research. Regular pavement condition assessments were carried out on all the test sections by performing non-destructive tests using a Portable Falling Weight Deflectometer (PFWD) and distress survey in accordance with the Ministry of Transportation (MTO) guidelines. The CPATT Test Track was evaluated with both the PFWD and surface distresses, whereas only distress surveys were performed on the three residential streets in the Town of Markham. The evaluations demonstrated that the pavements were in good conditions throughout the monitoring period of the research (four years for the three residential streets in the Town of Markham and two years for the CPATT Test Track). The structural analysis using the MEPDG indicated that Mix 3: SP19 3% RAS and 25% RAP had the best performance followed by Mix 2: SP19 6% RAS when considering all factors in the Life-Cycle Assessment. Mix 3 exhibited maximum savings on environmental emissions, energy and water usage, best adoptability to climatic change and skid resistance properties with minimal life cycle costs. The pavement performance and life-cycle assessment modeling demonstrated encouraging results for the use of RAS in HMA pavements from which guidelines were developed for its use. It is important to note that careful mix design should be carried out when RAS is added to HMA especially when RAP is also used. This includes measuring of all key properties especially at low and high temperatures. In short, RAS can be a valuable additive in both surface and binder layers of HMA pavements. It provides an environmentally friendly and cost-effective innovation for the Ontario paving industry and can be considered for usage elsewhere with appropriate engineering.

Due to the 15-20 year life span of roofing shingles, 1.5 million tonnes of asphalt roofing shingles are being demolished and replaced annually in Canada from both residential and commercial facilities. These roofing shingles are manufactured from very high quality materials which are considered a valuable by-product. Recycled Asphalt Shingles (RAS), a product containing approximately 30% asphalt cement by mass, is a valuable additive to Hot Mix Asphalt (HMA) pavements and a potential savings for the construction industry. Recycling of demolished asphalt shingles is a significant new step forward in abating the need to put the waste into landfills. This re-use creates a great opportunity in reducing materials being dumped at landfills while providing an additive to HMA mixtures for paving. Therefore, this leads to economic, environmental, and social benefits for all the stakeholders and road users such as reduced need for landfill space, conservation of virgin materials and environment, and financial saving. The research involved evaluating the use of demolished shingles in six typical Ontario Hot Mix Asphalt (HMA) mixtures; HL 3 (1.5% RAS, 13.5% RAP), binder layer mixes SP19 (6% RAS, and 3% RAS, 25% RAP), surface layer mixes SP12.5 FC 1(3% RAS, 17% RAP) and SP12.5 FC2 (6% RAS and 3% RAS, 12% RAP). The six HMA mixes were also designed to contain Recycled Asphalt Pavement (RAP). This further complicated the research as both RAP and RAS were added. All mixes were designed and tested at CPATT laboratory; in addition a test section was paved at the CPATT Test Track. This research involved both laboratory and field evaluations of mixes containing RAS to develop pavement performance modeling for all six mixes using the updated Mechanistic-Empirical Pavement Design Guide (MEPDG). A life-cycle assessment of the six HMA mixes was performed to quantify the environmental impacts using the Pavement Life-Cycle Assessment Tool for Environmental and Economic Effects (PaLATE) and rigorous economic costs/benefits were assessed using Life Cycle Cost Analysis (LCCA). Calibrations of models for Ontario conditions were completed. Test slabs were also constructed to simulate climatic changes by running freeze-thaw cycles based on weather data over the past ten years. Three field test sections located in the Town of Markham and one at the CPATT Test Track were monitored and assessed under as part of the research. Regular pavement condition assessments were carried out on all the test sections by performing non-destructive tests using a Portable Falling Weight Deflectometer (PFWD) and distress survey in accordance with the Ministry of Transportation (MTO) guidelines. The CPATT Test Track was evaluated with both the PFWD and surface distresses, whereas only distress surveys were performed on the three residential streets in the Town of Markham. The evaluations demonstrated that the pavements were in good conditions throughout the monitoring period of the research (four years for the three residential streets in the Town of Markham and two years for the CPATT Test Track). The structural analysis using the MEPDG indicated that Mix 3: SP19 3% RAS and 25% RAP had the best performance followed by Mix 2: SP19 6% RAS when considering all factors in the Life-Cycle Assessment. Mix 3 exhibited maximum savings on environmental emissions, energy and water usage, best adoptability to climatic change and skid resistance properties with minimal life cycle costs. The pavement performance and life-cycle assessment modeling demonstrated encouraging results for the use of RAS in HMA pavements from which guidelines were developed for its use. It is important to note that careful mix design should be carried out when RAS is added to HMA especially when RAP is also used. This includes measuring of all key properties especially at low and high temperatures. In short, RAS can be a valuable additive in both surface and binder layers of HMA pavements. It provides an environmentally friendly and cost-effective innovation for the Ontario paving industry and can be considered for usage elsewhere with appropriate engineering.

Orientador: Cássio Eduardo Lima de Paiva / Dissertação (mestrado) - Universidade Estadual de Campinas, Faculdade de Engenharia Civil, Arquitetura e Urbanismo / Made available in DSpace on 2018-08-21T07:27:27Z (GMT). No. of bitstreams: 1 Ribeiro_LucianaMoreiraBarbosa_M.pdf: 6606072 bytes, checksum: be0b213776c0c45a6f26eba0f4ace025 (MD5) Previous issue date: 2012 / Resumo: Nos últimos anos o transporte aéreo cresceu expressivamente tanto no cenário nacional como mundial. Assim, a preocupação com a ocorrência de acidentes envolvendo aeronaves também é crescente. Parte significativa dos acidentes aéreos no Brasil e no mundo ocorre em solo, ou seja, na fase de decolagem, aterrissagem ou rolagem da aeronave, podendo estar associados com a aderência entre o pneu e o pavimento. Para a obtenção de uma adequada aderência pneu-pavimento, principalmente em pistas molhadas, a macrotextura da superfície do pavimento deve proporcionar um adequado potencial de drenagem, de forma a eliminar água pelos seus micros canais. O presente trabalho tem como objetivo estudar um método de ensaio de drenabilidade que possa ser empregado de forma sistemática em aeroportos brasileiros de pequeno e médio porte como forma adicional de controlar a segurança operacional com adequada repetitividade e reprodutividade, utilizando-se um equipamento do tipo outflow meter. Deste modo, primeiramente foram executados testes do ensaio com o equipamento em quatro tipos de revestimentos distintos. Para a verificação da repetitividade e da reprodutividade do equipamento foram realizados ensaios de drenabilidade de pavimentos, em três aeroportos de pequeno e médio porte do Estado de São Paulo. Também foi realizado um estudo comparativo da medida indireta de macrotextura obtida por meio da drenabilidade superficial do pavimento com o equipamento do tipo outflow meter e o método tradicionalmente empregado no Brasil para obtenção da macrotextura do revestimento, o ensaio de mancha de areia. O ensaio se mostrou rápido, de simples operação, de baixo custo e com adequada repetitividade e reprodutividade. Além disso, o ensaio em estudo apresentou uma boa correlação com o método da mancha de areia, indicando potencial para a medição da macrotextura do pavimento. Através da correlação obtida foi possível estabelecer um parâmetro adicional para se determinar o momento de realizar uma ação corretiva em pavimentos aeroportuários através do ensaio com o equipamento outflow meter, observando-se o tempo de escoamento limite / Abstract: In recent years, air travel has grown significantly in both the national and global scenarios. Thus, there is also a growing concern for accidents involving aircrafts. A significant portion of the aircraft accidents in Brazil and worldwide occur on the ground, more specifically during takeoff or landing, and may be associated with the adhesion between the aircraft's tire and the pavement. To obtain a proper tire-pavement friction, especially on wet runways, the macrotexture of the pavement should provide adequate drainage potential in order to remove water through the pavement's micro-channels. This study aims to define the criteria and methods of analysis, with reasonable reproducibility and repeatability, for the adherence and drainability of airport pavements in order to provide safe operating conditions during rainfall in small and medium size Brazilian airports. First, tests were conducted to measure the pavement's drainage using equipment such as the outflow meter in four different types of pavement. News tests were conducted to measure the pavement's drainage using the aforementioned equipment in three small and medium airports in the state of São Paulo, Brazil, to measure the reproducibility and repeatability of the tests. In addition, the testing procedure using the outflow meter equipment will be validated through a detailed study of a comparative study of the indirect measurements of the macrotextures using the outflow meter in relation to the ones obtained through the sandpatch tests, a traditional method for determining macrotexture commonly used in Brazil. The criteria and methods of analysis proved to be fast, of simple operation, low cost, and with adequate repeatability and reproducibility. Furthermore, the criteria and methods of analysis were correlated with the sandpatch method, indicating a good potential for measuring the pavement's macrotexture. An additional parameter for determining the time to take a corrective action on airport pavements by using the outflow meter equipment, observing the flow time limit. The obtained correlation allowed for establishing an additional parameter for determining when a corrective action on the airport's pavement is necessary by using the outflow meter equipment for observing the flow time limit / Mestrado / Transportes / Mestra em Engenharia Civil

The non-destructive measurement of deflection basins has come a long way from measuring only maximum deflection or radius of curvature and using empirical relationships in rehabilitation design. New equipment was developed world-wide and analysis techniques moved towards utilising the full deflection basin in fundamental analysis procedures. This author addressed the problem of a proper description of the full deflection basin by doing a detailed literature survey on this subject. Various deflection basin parameters that describe the deflection basin are listed, as well as the various measuring apparatus related to them. The apparatus are all discussed in detail and related to the equipment available in South Africa. The measurement of deflection basins with the road surface deflectometer (RSD) under accelerated testing with the fleet of heavy vehicle simulators (HVSs) are described in detail. An improved data manipulation procedure is proposed which simplifies the calculation of all the deflection basin parameters found in literature. Various models to fit the measured deflection basins are also investigated in an effort to describe the deflection basin in full too. The measured deflection basin parameters of a bitumen, granular, cemented and light structured granular base pavement are discussed in detail as being tested with the fleet of HVS's. It is shown how the deflection basin parameters reflect the structural capacity of the various layers and behaviour states. A more accurate description of the behaviour states is made possible with the proposal of ranges for the various behaviour states for these deflection basins selected. A literature study was carried out to investigate the various analysis procedures that use measured deflection basins as basic input in the characterization of materials. On the basis of this study, linear elastic programmes were used to calculate effective elastic moduli for each pavement layer, using measured deflection basins as input. The possibility to relate typical distress determinants to measured deflection basins were investigated in the literature. Based on this, typical South African flexible pavement structures were analysed mechanistically and typical design curves were established for typical bitumen and. granular base pavements. The effect of overlays were investigated too, resulting in typical overlay design curves. In the final chapter the author endeavours to summarise the research by indicating how deflection basins can be measured and enhance the South African mechanistic rehabilitation design process. Only the latter rehabilitation design procedure is discussed with specific reference to the enhancement of the behaviour state identification, material characterization, analysis procedure and rehabilitation design with measured deflection basin parameters. The author ends off by giving an indication of the future research need in this field of deflection basins. / Thesis (PhD)--University of Pretoria, 2010. / Civil Engineering / unrestricted

No description available.

No description available.

Tem-se verificado, na prática, que a falta de drenagem subsuperficial é um dos principais fatores de deterioração precoce dos pavimentos. Ainda, verifica-se que são relativamente poucos os procedimentos de dimensionamento e modelos de análise de previsão de desempenho que consideram efetivamente o efeito deletério da drenagem na vida útil dos pavimentos. No entanto, observa-se que pesquisas e experiências estrangeiras não estabeleceram ainda uma correlação quantitativa confiável entre a presença dos dispositivos de drenagem e o desempenho dos mesmos. No trabalho foi realizada análise de sensibilidade dos modelos da AASHTO (versão de 1993) e HDM-4, considerados os mais difundidos na atualidade. Os modelos empregam coeficientes de drenagem para a consideração dos efeitos danosos da presença de água livre no interior de estruturas de pavimentos rígidos e flexíveis. Teoricamente, verificou-se que os modelos são sensitivos quanto à influência das condições de drenagem no desempenho dos pavimentos. Foram analisados dados reais de certa malha viária no interior do estado de São Paulo e verificou-se, na prática, que os pavimentos flexíveis sem acostamento pavimentado, ou seja, com condições precárias de drenagem, têm apresentado desempenho inferior quando comparados com estruturas dotadas de acostamentos pavimentados mais impermeáveis. Constatou-se a dificuldade de se adotar os coeficientes de drenagem nos modelos analisados, apesar da grande importância da fixação adequada no dimensionamento. Comenta-se no trabalho que, além da existência de dispositivos de drenagem subsuperficial, é necessário checar a sua continuidade e capacidade hidráulica ao longo de todo o sistema. Sugerem-se procedimentos para o dimensionamento hidráulico do sistema de drenagem de pavimentos e a necessidade de se considerar a avaliação econômica ao longo de um período, de acordo com o desempenho esperado do pavimento (LCCA - Life Cycle Cost Analysis) quando da definição da concepção de pavimentos rodoviários drenantes, principalmente quando submetidos a tráfego pesado e em condições climáticas desfavoráveis. / There has been verified, in practice, that the absence of pavement drainage is one of the main factors of early degradation of pavements. More, there are few procedures of design and performance analysis that effectively consider the damage of water during the design period. However, foreign experiments and researches do not establish a reliable correlation between the construction of pavement drainage features and pavement performance. In this text, there has been analyzed the AASHTO (version of 1993) and HDM-4 models, considered the most spread out in the present time. These models consider the damage effects of free water inside flexible or rigid pavement structures. Theoretically, it was verified that the models are sensitive about the influence of the conditions of draining in the pavement performance. It had been analyzed real data of certain roadway network in the interior of the state of São Paulo and it was verified, in practical, that the flexible pavements without paved shoulder, that is, with precarious conditions of drainage, have presented lower performance when compared with structures endowed with paved shoulders more impermeable. It was evidenced the difficulty of adopting the drainage coefficients in the analyzed models, although the great importance of the setting adjusted in the design. It is commented that, beyond the existence of devices of subsurface draining, is necessary to check its continuity and hydraulical capacity throughout the system. It\'s suggested procedures for the hydraulical design of the pavement drainage system and the necessity of considering the economic evaluation throughout a period, in accordance with the waited performance (LCCA - Life Cycle Cost Analysis) when the definition of the conception of road pavements, mainly when submitted the heavy traffic and in unfavorable climatic conditions.