Overloading truck traffic is an untenable problem around the world. The occurrence of overloaded truck traffic can be evidence of rapid development of an economy. Most of the developing countries emphasize the development of economy, thus supporting reform of infrastructure is limited. This research investigates the relationship between truck overloading and the condition of road damage. The objective of this research is to determine the amount of economic loss due to overloaded truck traffic is. Axle load will be used to calculate the total ESAL to pavement. This study intends to provide perspective on the relationship between change in axle load due to overloading and the resultant service life of pavement. It can then be used in the estimation of pavement damage in other developing countries facing the problem of truck overloading. In conclusion, economical loss was found, which include reduction of pavement life and increase in maintenance and rehabilitation (M&R) cost. As a result, net present value (NPV) of pavement investment with overloading truck traffic is higher than normal truck traffic.

Pavements in Canada that are built on top of frost susceptible soil experience loss of support in early spring as the frozen structure begins thawing. To minimize pavement damage, low- volume roads rely on Spring Load Restrictions (SLR), since building these roads to withstand spring thaw is usually not feasible. However, implementing SLR increases operational costs to commercial transporters and impacts local economies. The Ministry of Transportation Ontario (MTO) is routinely faced with requests from the truck industry to lift restrictions on certain roads, and questioning from municipalities that seek understanding on the needs for SLR in their roads. To help answer these questions, a comprehensive study was performed at 15 Seasonal Load Adjustment (SLA) stations across Ontario. The data collected included Falling Weight Deflectometer (FWD) testing, borehole investigation, climatic data, traffic volumes, and pavement rehabilitation data. A backcalculation using the FWD data estimated pavement structural capacity and remaining service life for each SLA for different dates throughout spring, followed by a life cycle analysis using the rehabilitation data. The SLAs were divided in three groups of similar pavement support conditions based on the service life analysis results. Results indicate that none of Group 1 SLAs need load restrictions, with the calculated remaining service life being greater than 25 years for all test dates. Within Group 2, pavement recovery throughout spring suggests that SLR could extend service life, although generally not necessary for the intended life cycle. Results indicate most SLAs in Group 2 achieving a full life cycle from the last rehabilitation activities for estimates based on early spring parameters, suggesting that these roads were likely designed with spring conditions accounted for. For Group 3, the lack of structural support and low service life values indicate the need for strict load restrictions to avoid excessive damage and maintain serviceability. Pavements with high-quality subgrades, granular structures and non-frost susceptible materials, thick asphalt layers and major rehabilitation activities were found to generally perform well for spring conditions. However, with several site-specific conditions, an overall recommendation for implementation of SLR cannot be generalized based on the pavement structure and subgrade soil type alone. The structural condition and thawing behaviour of individual sites must be thoroughly understood before a decision is made, as investigation might indicate that some roads can withstand full traffic year-round and would not need SLR, while others might need more rigorous restrictions. In addition to the service life analysis, approximately 600 lane km of deflection data was collected using a Multi-Speed Deflectometer in Southern Ontario. Recommendations were made for potential applications of the equipment as a network screening device, able to identify weak road sections in a time and cost-effective manner prior to a detailed investigation using FWD; and for regular monitoring of road conditions at a network level, including the monitoring of seasonal variations. / Thesis / Master of Applied Science (MASc)

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