Made available in DSpace on 2015-03-26T13:28:23Z (GMT). No. of bitstreams: 1 texto completo.pdf: 2878305 bytes, checksum: ea815ad1b28743410827b92fe91b37d1 (MD5) Previous issue date: 2006-02-22 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior / This work evaluated the asphalt pavements of the Federal University of Viçosa (UFV), where functional and structural data were collected based on the rules of the Departamento Nacional de Infra-estrutura de Transportes (DNIT). The pavements of the campus were divided in homogeneous subparts. In function of technical characteristics of the pavements, some methodologies proposed by the DNIT had little changes because the DNIT s rules used in this work were developed for using in pavements with technical standard, which were different of urban pavements. The functional analyses followed the roles of DNIT 006/2003 PRO e DNIT 009/2003 PRO, for the objectives and subjective superficial evaluations, respectively. In the deflectometer measurements, the methodology proposed by DNER ME 024/94 was used, which is referent to the determinations of the pavement s deflection through the Benkelman beam. More than 80% of the subparts objectively evaluated received scores between terrible and bad . However, in the subjective evaluation, the subparts received scores between good and regular . In the subparts studied on the deflectometer evaluation, according to the roles of the structural evaluation of the DNIT, was observed the necessity of complementary studies, to obtain more data on such pavements and subsequently develop projects aiming the improvement of structural conditions of these pavements. This work consists of the preliminary study of structural conditions survey of the asphalted pavements of the UFV. The analyses and interpretation of the data related to the structural and superficial conditions of these pavements will be used to the supervision and planning of works to improve them. / Este trabalho consta de uma investigação sobre as vias asfaltadas do Campus da Universidade Federal de Viçosa (UFV), onde foram coletados dados funcionais e deflectométricos, baseando-se nas normas do Departamento Nacional de Infra-estrutura de Transportes (DNIT). Para tal, o sistema viário do Campus da UFV foi dividido em subtrechos homogêneos, e devido às características urbanas de suas ruas, algumas metodologias propostas pelo DNIT sofreram pequenas adaptações, pois as normas do DNIT empregadas no trabalho foram desenvolvidas para serem utilizadas em rodovias de padrão técnico diferente de vias urbanas. Para as análises funcionais foram seguidas às normas DNIT 006/2003 PRO e DNIT 009/2003 PRO, para a realização de avaliações superficiais objetivas e subjetivas, respectivamente. Nos trabalhos de medições deflectométricas, utilizou-se a metodologia proposta na norma DNER ME 024/94, que se refere à determinação das deflexões no pavimento através da viga Benkelman. Observou-se, nesta pesquisa, que mais de 80% dos subtrechos avaliados objetivamente receberam conceitos entre péssimo e ruim . Já por uma avaliação subjetiva, os subtrechos analisados ficaram com conceitos entre bom e regular . Quanto aos subtrechos analisados deflectométricamente, verificou-se, segundo as normas de avaliação estrutural do DNIT, a necessidade de estudos complementares, a fim de se obter mais dados sobre tais pavimentos, para que dessa forma sejam feitos projetos de reforço baseados nos critérios de resistência. Esse trabalho é uma fase preliminar de um conhecimento mais abrangente das condições estruturais do sistema viário desta universidade. A análise e interpretação de informações atualizadas, relativas às condições superficiais e estruturais destas vias servirão de suporte ao planejamento de obras de restauração.

The diploma thesis is dealing with the topic of new trends in asphalt road routine maintenance with a focus on new possibilities to repair damaged road surface, especially potholes and cracks. In the diploma thesis, a new advice which uses microwave heating in resurfacing asphalt roads was developed with the aim to observe its effectiveness and the optimal repair time. The obtained results were consulted with the producer of the equipment in order to utilize this new technology for repairing potholes and cracks on asphalt road surface in standard practice.

La capa superficial del pavimento está expuesta a diversos agentes externos que desafían sus propiedades. Si estos agentes no son previstos en el diseño de mezcla, se generan distintas deformaciones. Las deformaciones excesivas en la capa de rodadura brindan bajos niveles de servicialidad. Este problema genera, además, una inversión adicional de costo y tiempo en mantenimiento. La presente investigación, estudia los efectos que tienen las fibras de basalto y lignina en la mezcla de asfalto para mejorar sus propiedades mecánicas y así, reducir las deformaciones en la carpeta asfáltica. En este trabajo se utilizó 0.3% de fibras de basalto y lignina, según investigaciones previas. Se diseñaron dos mezclas asfálticas. La primera muestra representa una mezcla convencional elaborada con agregados de la zona sur de Lima, Conchán. La segunda muestra fue elaborada con los mismos componentes, y con la adición de fibras de basalto y lignina. Ambas muestras fueron sometidas a los ensayos de estabilidad y flujo de Marshall, y al ensayo de resistencia a compresión. De los resultados obtenidos, se observa que la incorporación de basalto y lignina, aumenta la estabilidad de la mezcla en 6.45%, el índice de rigidez de Marshall en 5.8% y la resistencia a compresión en 4%. Las propiedades mencionadas, permiten tener una mezcla con mayor resistencia y mayor durabilidad. / The surface layer of the pavement is exposed to various external agents that challenge its properties. If these agents are not foreseen in the mix design, different deformations are generated, including permanent deformation. Excessive tread deformations provide low levels of serviceability. This problem also generates an additional investment of cost and time in maintenance. The present research studies the effects that basalt and lignin fibers have in the asphalt mix to improve its mechanical properties and thus reduce the deformations in the asphalt mat. Previous research indicated that the suggested percentages of basalt and lignin fibers are 0.3% of the total weight of the sample each. Two asphalt mixes were designed. The first sample represents a conventional mixture made with aggregates from the southern area of Lima, Conchán. The second was made with the same components, but with the addition of the indicated percentages of basalt fibers and lignin. Both samples were subjected to the Marshall stability and flow tests, and the compressive strength test. From the results obtained, it is observed that the incorporation of basalt and lignin increases the stability of the mixture in 6.45%, the Marshall stiffness index in 5.8% and the compressive strength in 4%. The properties allowed, allow to have a mixture with greater resistance and greater durability. / Trabajo de investigación

The structural behaviour of pavement structures is known to be affected by the traffic-related loading and by the ambient factors to which the structure is subjected. A new mechanistic-empirical (M-E) pavement design method is under development in Sweden with the main purpose to adequately predict pavement structural response and performance. An M-E design method for a flexible pavement means application of the principles of engineering mechanics to evaluate the response of pavement structure to traffic loading and much improved design methods to carry out distress prediction or how performance changes with time. This would ensure a fundamental understanding of how the pavement structure responds to a certain action or loading conditions.  The mechanistic-empirical approach is more flexible as it is able to adapt to new situations such as new pavement materials and loading situations. It is important to take into account the real loading and climatic conditions and predict the resulting changes in material properties and structural behaviour at the time of loading as well as in the long-term. New models are therefore required for the further development of pavement design method, and it needs to be validated through reliable data obtained through realistic measurements. In this licentiate thesis, the effects of the environmental factors and loading by heavy vehicles in pavements are investigated. The results of the study are based on environmental data from multiple locations in Sweden and on measurements from two instrumented road sections located near the village of Långträsk in the northern part of Sweden. Both roads consist of thin flexible pavements, the behaviour of which is highly dependent on the variation of the temperature of the asphalt layer, the moisture content in the unbound granular layers, and frost depth conditions. The licentiate report consists of three scientific publications.  Paper 1 presents a country-specific case study in which the frost penetration depth in various Swedish roads is predicted by a statistically derived empirical model that uses the air freezing index calculated from the air temperature as an input. The model correlation is based on meteorological data from 44 meteorological stations and pavement cross-sectional temperature distribution data from 49 road weather information system (RWIS) stations over all five climatic zones throughout all of Sweden. Paper 2 focuses on the response of an instrumented test section subjected to loading by falling weight deflectometer (FWD) and heavy vehicles. The mechanical response instrumentation consisted of asphalt strain gauges (ASG), strain measuring units (εMU), and soil pressure cells (SPC) installed at different locations in the structure. The layer stiffness values were obtained via backcalculation based on the FWD surface deflections bowls. The recorded values of the mechanical response were compared against calculated values by multilayer elastic theory (MLET) based software. Three different heavy vehicles weighing from ~64 tons to ~74 tons were compared in terms of damage caused to the pavement structure. It was found that if the number of axles was increased and dual tyres were used, longer heavier vehicles were not more destructive to the pavement structure than shorter vehicles with fewer axles and higher axial load and tyre pressure. In paper 3, the effect of the seasonal variation of the environmental factors on the behaviour of an instrumented road test section was investigated. The same loading configuration described in paper 2 was used on four different measurement campaigns in different seasons over the span of 1 year. The environmental variables were monitored throughout the year by asphalt thermocouples, a frost rod, and time-domain reflectometer (TDR) probes. The mechanical response sensors and the environmental sensors were found to be a reliable data collection method throughout the entire year. By comparing the recorded response values to the MLET calculated values, it was shown that it is possible to model the mechanical behaviour of pavement structures using linear-elastic MLET if the temperature variations in the asphalt layer and the moisture variations in the granular layers are taken into account. / Utvecklingen av det strukturella tillståndet av vägbyggnader är beroende av trafikmängd samt vägkonstruktionens omgivningsfaktorer. En mekanistisk-empiriskdimensioneringsmetod för vägkonstruktioner är under utveckling i Sverige med huvudsyftet att på realistiskt sätt kunna förutsäga vägens respons och tillståndsutveckling. En M-E dimensionering betyder att man applicerar mekanistiska grundprinciper för att bestämma vägkonstruktionens respons under trafikbelastning och tillämpar sedan överföringsfunktioner för att förutsäga nedbrytningsförloppet. Att använda en mekanistiskt baserad metod innebär att man får en grundläggande förståelse av hur vägkonstruktionen svarar på en specifik påverkan eller belastning. Detta mera realistiska tillvägagångsätt ger dessutom ökad flexibilitet och gör att metoden kan appliceras vid nya belastningsfall eller under nya klimatförhållanden. Det blir därför möjligt att ta hänsyn till det riktiga belastningsfallet under de rätta klimatförhållandena. Detta gör att nyamodeller för vägkonstruktionens respons behövs och att dessa måste valideras för realistiska trafikbelastningsfall. I denna licentiatavhandling undersöks hur omgivningsvariabler och trafikbelastning från tunga lastbilar påverkar vägkonstruktioner. Resultat från denna studie bygger på omgivningsdata från ett stort antal mätstationer i Sverige och från mätningar från två instrumenterade vägsträckor nära byn Långträski Norrland. Båda vägkonstruktionerna består av tunna vägöverbyggnader och därför är responsen starkt beroende av beläggningstemperaturen och fuktinnehållet i vägbyggnadens obundna lager samt frostdjupet.Rapporten bygger på tre publikationer.Första artikeln presenterar hur frostdjup i svenska vägar kan förutsägas utifrån en statistisk modell som använder ett frostindex beräknat från lufttemperaturen. Modellen bygger på en anpassning av data från 44 meteorologiska väderstationer och 49 av Trafikverkets väderinformationsstationer distribuerade över alla fem klimatzoner i Sverige. Den andra artikeln fokuserar på responsmätningar från en instrumenterad vägtestplats där både fallvikt samt tunga lastbilar har använts för lastgenerering. Den vägtekniska instrumenteringen bestod av asfalttöjningsgivare (ASG), trycktöjningsgivare (MU), och jordtyckceller (SPC) installerade på olika djup. Styvhet av de olika lagren bakberäknades baserat på data från fallviktsmätningarna. De registrerade värdena från de vägtekniska givarna jämfördes med desom beräknades med hjälp av beräkningsverktyget ERAPave. Tre lastbilar med den totala tyngden mellan ~64 –~74 ton användes sedan för att jämföra deras relativa nedbrytningseffekt. Slutsatsen är att om antal axlar ökas med ökad tyngdoch om parmonterade däck användes är nedbrytningseffekten från 74 ton lastbil inte större än från en lättare lastbil med färre axlar. I artikel tre fokuseras det på effekten av hur klimatfaktorer påverkar vägkonstruktionens respons. Samma lastbilar som iden andra artikeln användes under fyra mätkampanjer vid olika tidpunkter på året. Omgivningsparametrarna registrerades i form av beläggningstemperatur och fukt i de obundna lagren samt frostdjupet. Vägens mekaniska respons beräknades genom att uppdatera styvhetsmodulerna utifrån beläggningens temperatur och de obundna lagrens med fuktkvoter och jämföra med de uppmätta responsvärdena. Beräkningsmetodiken visar sig ge bra överensstämmelse med det om uppmättes.

The structural behaviour of pavement structures is known to be affected by the traffic-related loading and by the ambient factors to which the structure is subjected. A new mechanistic-empirical (M-E) pavement design method is under development in Sweden with the main purpose to adequately predict pavement structural response and performance. An M-E design method for a flexible pavement means application of the principles of engineering mechanics to evaluate the response of pavement structure to traffic loading and much improved design methods to carry out distress prediction or how performance changes with time. This would ensure a fundamental understanding of how the pavement structure responds to a certain action or loading conditions.  The mechanistic-empirical approach is more flexible as it is able to adapt to new situations such as new pavement materials and loading situations. It is important to take into account the real loading and climatic conditions and predict the resulting changes in material properties and structural behaviour at the time of loading as well as in the long-term. New models are therefore required for the further development of pavement design method, and it needs to be validated through reliable data obtained through realistic measurements. In this licentiate thesis, the effects of the environmental factors and loading by heavy vehicles in pavements are investigated. The results of the study are based on environmental data from multiple locations in Sweden and on measurements from two instrumented road sections located near the village of Långträsk in the northern part of Sweden. Both roads consist of thin flexible pavements, the behaviour of which is highly dependent on the variation of the temperature of the asphalt layer, the moisture content in the unbound granular layers, and frost depth conditions. The licentiate report consists of three scientific publications.  Paper 1 presents a country-specific case study in which the frost penetration depth in various Swedish roads is predicted by a statistically derived empirical model that uses the air freezing index calculated from the air temperature as an input. The model correlation is based on meteorological data from 44 meteorological stations and pavement cross-sectional temperature distribution data from 49 road weather information system (RWIS) stations over all five climatic zones throughout all of Sweden. Paper 2 focuses on the response of an instrumented test section subjected to loading by falling weight deflectometer (FWD) and heavy vehicles. The mechanical response instrumentation consisted of asphalt strain gauges (ASG), strain measuring units (εMU), and soil pressure cells (SPC) installed at different locations in the structure. The layer stiffness values were obtained via backcalculation based on the FWD surface deflections bowls. The recorded values of the mechanical response were compared against calculated values by multilayer elastic theory (MLET) based software. Three different heavy vehicles weighing from ~64 tons to ~74 tons were compared in terms of damage caused to the pavement structure. It was found that if the number of axles was increased and dual tyres were used, longer heavier vehicles were not more destructive to the pavement structure than shorter vehicles with fewer axles and higher axial load and tyre pressure. In paper 3, the effect of the seasonal variation of the environmental factors on the behaviour of an instrumented road test section was investigated. The same loading configuration described in paper 2 was used on four different measurement campaigns in different seasons over the span of 1 year. The environmental variables were monitored throughout the year by asphalt thermocouples, a frost rod, and time-domain reflectometer (TDR) probes. The mechanical response sensors and the environmental sensors were found to be a reliable data collection method throughout the entire year. By comparing the recorded response values to the MLET calculated values, it was shown that it is possible to model the mechanical behaviour of pavement structures using linear-elastic MLET if the temperature variations in the asphalt layer and the moisture variations in the granular layers are taken into account. / Utvecklingen av det strukturella tillståndet av vägbyggnader är beroende av trafikmängd samt vägkonstruktionens omgivningsfaktorer. En mekanistisk-empiriskdimensioneringsmetod för vägkonstruktioner är under utveckling i Sverige med huvudsyftet att på realistiskt sätt kunna förutsäga vägens respons och tillståndsutveckling. En M-E dimensionering betyder att man applicerar mekanistiska grundprinciper för att bestämma vägkonstruktionens respons under trafikbelastning och tillämpar sedan överföringsfunktioner för att förutsäga nedbrytningsförloppet. Att använda en mekanistiskt baserad metod innebär att man får en grundläggande förståelse av hur vägkonstruktionen svarar på en specifik påverkan eller belastning. Detta mera realistiska tillvägagångsätt ger dessutom ökad flexibilitet och gör att metoden kan appliceras vid nya belastningsfall eller under nya klimatförhållanden. Det blir därför möjligt att ta hänsyn till det riktiga belastningsfallet under de rätta klimatförhållandena. Detta gör att nyamodeller för vägkonstruktionens respons behövs och att dessa måste valideras för realistiska trafikbelastningsfall. I denna licentiatavhandling undersöks hur omgivningsvariabler och trafikbelastning från tunga lastbilar påverkar vägkonstruktioner. Resultat från denna studie bygger på omgivningsdata från ett stort antal mätstationer i Sverige och från mätningar från två instrumenterade vägsträckor nära byn Långträski Norrland. Båda vägkonstruktionerna består av tunna vägöverbyggnader och därför är responsen starkt beroende av beläggningstemperaturen och fuktinnehållet i vägbyggnadens obundna lager samt frostdjupet.Rapporten bygger på tre publikationer.Första artikeln presenterar hur frostdjup i svenska vägar kan förutsägas utifrån en statistisk modell som använder ett frostindex beräknat från lufttemperaturen. Modellen bygger på en anpassning av data från 44 meteorologiska väderstationer och 49 av Trafikverkets väderinformationsstationer distribuerade över alla fem klimatzoner i Sverige. Den andra artikeln fokuserar på responsmätningar från en instrumenterad vägtestplats där både fallvikt samt tunga lastbilar har använts för lastgenerering. Den vägtekniska instrumenteringen bestod av asfalttöjningsgivare (ASG), trycktöjningsgivare (MU), och jordtyckceller (SPC) installerade på olika djup. Styvhet av de olika lagren bakberäknades baserat på data från fallviktsmätningarna. De registrerade värdena från de vägtekniska givarna jämfördes med desom beräknades med hjälp av beräkningsverktyget ERAPave. Tre lastbilar med den totala tyngden mellan ~64 –~74 ton användes sedan för att jämföra deras relativa nedbrytningseffekt. Slutsatsen är att om antal axlar ökas med ökad tyngdoch om parmonterade däck användes är nedbrytningseffekten från 74 ton lastbil inte större än från en lättare lastbil med färre axlar. I artikel tre fokuseras det på effekten av hur klimatfaktorer påverkar vägkonstruktionens respons. Samma lastbilar som iden andra artikeln användes under fyra mätkampanjer vid olika tidpunkter på året. Omgivningsparametrarna registrerades i form av beläggningstemperatur och fukt i de obundna lagren samt frostdjupet. Vägens mekaniska respons beräknades genom att uppdatera styvhetsmodulerna utifrån beläggningens temperatur och de obundna lagrens med fuktkvoter och jämföra med de uppmätta responsvärdena. Beräkningsmetodiken visar sig ge bra överensstämmelse med det om uppmättes. / <p>QC 210303</p>

Las deformaciones permanentes en las carreteras son las principales causas de daños a los pavimentos flexibles, especialmente en los que han sido construidos sobre suelos blandos saturados. La utilización de Geotextiles No Tejidos (GNT) en una Base Macadam, colocado de manera que envuelva todo el perímetro de la base, representa una solución para la gestión de daños de pavimentos, ya que, de manera vertical, reduce las deflexiones; mientras de manera horizontal, evita la migración de partículas finas para reducir el efecto de bombeo. Para comprobar esta hipótesis, se realizaron investigaciones con el fin de determinar los materiales a usar para optimizar el diseño del pavimento y los espesores finales de las capas; y ensayos a bases simuladas para hallar las deflexiones en un tramo reforzado con Geotextil y un tramo sin reforzar. La medición de las deflexiones se logró mediante el ensayo de Deflectometría liviana (LWD). Finalmente, se pudo hallar una diferencia porcentual de 25.25% entre ambos casos. / Permanent deformations in roads are the main causes of damage to flexible pavements, especially in those built on saturated soft soils. The use of Non-Woven Geotextiles (NWG) in a Macadam Base, placed in the way that it surrounds the entire perimeter of the base, represents a solution for the management of pavement damage, since vertically, it reduces deflections; while horizontally, it avoids the migration of fine particles to reduce the pumping effect. To verify this hypothesis, investigations were carried out in order to determine the materials to be used to optimize the design of the pavement and the final thicknesses of the layers; and simulated bases tests were made to find deflections in a section reinforced with Geotextile and another unreinforced section. Measurement of deflections was achieved by the Light Deflectometry (LWD) test. Finally, a percentage difference of 25.25% could be found between both cases. / Trabajo de investigación

No description available.

En la actualidad la congestión vehicular es un problema de muchas ciudades del mundo. Este problema no solo se ha convertido en un sinónimo de estrés y ansiedad para algunas personas, sino que también se ha convertido en un reto para los expertos en Pavimentos. La congestión no solo implica un alto incremento de carga sobre las vías, sino que también implica cambios en las propiedades mecánicas del pavimento. La velocidad vehicular, temperatura y la sobrecarga del pavimento dentro del tráfico son componentes que sin duda se deben ver reflejados en una metodología, ya que estos están alterando la vida útil de las vías.  La presente investigación propone una metodología empírica de determinación del módulo de elasticidad en una carpeta asfáltica. Dentro de esta nueva propuesta se incluyen conceptos que no se han tomado en cuenta: la influencia de la congestión. El experimento de comparación se realizó entre una vía a temperatura de congestión y sin congestión, 35°C y 25 °C respectivamente. Este método fue verificado mediante el uso de fórmulas y ensayos de módulo de elasticidad. / Currently, traffic congestion is a problem in many cities around the world. This problem has not only become synonymous with stress and anxiety for some people, but it has also become a challenge for flooring experts. Congestion not only implies a high increase in load on the roads, but also implies changes in the mechanical properties of the pavement. Vehicle speed, temperature and pavement overload within traffic are components that should undoubtedly be reflected in a methodology, since these are altering the useful life of the roads. This research proposes an empirical methodology for determining the modulus of elasticity in an asphalt mat. This new proposal includes concepts that have not been considered: the influence of congestion. The comparison experiment was carried out between a pathway at a congestion temperature and without congestion, 35 ° C and 25 ° C, respectively. This method was verified by using formulas and modulus of elasticity tests. / Trabajo de investigación

This thesis is focused on possibilities of financial valuation of flexible pavements surface layers conditions, in connection with whole life cycle of the pavement and certain possibilities of their maintenance and repairs, in cases of defects and failures from forensic engineering point of view. There were carried out analysis of the topics connected with judging of flexible pavements surface layers defects and failures related to forensic investigation in the Czech Republic, as well as abroad. In this thesis there were created pricing models of the certain construction works which are related to repairs and maintenance of flexible pavements. Within the possibilities of the author, there were compared market prices of the particular construction works in selected regions with the prices according to generally used pricing systems in the Czech Republic. The goal of this thesis is to create unified methodology for amount of damage financial valuation in cases of defects and failures of flexible road pavements surface layers for forensic engineering practice in the Czech Republic.