Les gouvernements – y compris les agences de transport – adoptent de plus en plus des approches axées sur la performance pour la gestion et pour la prise de décision, et ce, afin de contribuer à l’atteinte des résultats escomptés et de favoriser la responsabilité financière, la responsabilisation et la transparence de la gouvernance. Les ressources financières étant plus limitées et les gouvernements recherchant le meilleur rapport qualité-prix, les agences de transport sont de plus en plus tenues d’effectuer des investissements à l’aide de méthodes de compromis entre les actifs et de méthodes d’optimisation dans le but d’accroître la transparence et la crédibilité au moyen d’une approche axée sur la performance pour la prise de décision. Malgré les progrès récents, il y a encore beaucoup à apprendre sur la prise de décision axée sur la performance et sur les meilleures techniques pour en assurer le succès. Bon nombre d’agences de transport sont à la recherche d’exemples et d’outils pratiques qu’elles pourraient utiliser pour faire progresser leurs pratiques de gestion des actifs, pour accroître la transparence de la prise de décision et pour optimiser les investissements dans le réseau. Le présent rapport contribue à pallier à ce manque de connaissances en faisant le bilan des enseignements tirés quant à la prise de décision axée sur la performance et en développant une boîte à outils susceptible d’aider les praticiens à identifier les outils à mettre en oeuvre pour les différents besoins à satisfaire dans le cadre du processus de gestion des actifs.
Governments, including transportation agencies, are increasingly adopting performance-based approaches to management and decision making to help achieve desired outcomes, and to encourage fiscal responsibility, accountability and transparency in governance. As financial resources become more limited and governments focus on obtaining value for money, transportation agencies are increasingly required to make investments using cross-asset trade-offs and optimization methods to improve transparency and credibility using a performance-based approach to decision making. Despite recent progress, there is still much to learn about performance-based decision making and the best techniques to ensure success. Many public transportation agencies seek practical examples and tools that could be deployed to advance their asset management practices, improve the transparency of decision making, and optimize network investments. This report helps close that knowledge gap by synthesizing lessons learned with respect to performance-based decision making, and by developing a toolkit that can help practitioners identify tools to implement for different needs within the asset management process.
The Geometric Design Guide for Canadian Roads contains the current design and human factors research and practices for roadway geometric design. It replaces the 1999 edition of the Guide and subsequent revisions. The Guide provides guidance to planners and designers in developing design solutions that meet the needs of a range of users while addressing the context of local conditions and environments. The Guide is organized into chapters to cover the entire design process from design philosophy and roadway classification to design parameters and specific guidelines for the safe accommodation of vehicles, cyclists and pedestrians on linear road elements and at intersections. Chapter 11-Special Roads provides design guidance for special roads such as low-volume rural roads, resource roads, recreational roads, and winter roads. A summary of road surface characteristics and their impact on alignments and vehicles is included for reference. The chapter includes discussion on two-lane two-way roads, one-lane two-way roads, and one-lane one-way roads, and is to be used in conjunction with other chapters in this guide. Guidance for roadside safety for low-volume roads is included.
Le Guide canadien de conception géométrique des routes fait état de la recherche et des pratiques actuelles en matière de conception et de facteurs humains aux fins de la conception géométrique des routes. Il remplace l’édition de 1999 et les mises à jour subséquentes. Le Guide offre une orientation aux planificateurs et aux concepteurs pour le développement de solutions de conception qui répondent aux besoins d’une variété d’usagers tout en abordant la question des conditions et des environnements locaux. Le Guide est réparti en chapitres afin de couvrir le processus complet de conception depuis la philosophie de conception à la classification des routes, les paramètres de conception, et les lignes directrices spécifiques pour l’aménagement sécuritaire des véhicules, des cyclistes et des piétons sur les éléments linéaires de la route et aux carrefours. Le Chapitre 11 – Routes spéciales offre des conseils sur la conception des routes spéciales, telles que les routes rurales à faible débit de circulation, les routes d’accès aux ressources, les routes récréatives et les routes d’hiver. Un résumé des caractéristiques de surface de ces routes et de leurs répercussions sur les tracés et sur les véhicules est inclus à titre de référence. Ce chapitre comprend de l’information sur les routes à deux voies à double sens, sur les routes à une voie à double sens et sur les routes à une voie à sens unique, et doit être utilisé conjointement avec les autres chapitres du présent Guide. Des conseils sur la sécurité des abords de routes à faible débit de circulation y figurent également
Le présent Guide a pour but d’aider les agences à évaluer les produits de stabilisation du sol et des matériaux vendus par les fournisseurs. Il identifie également les produits et les processus de stabilisation du sol utilisés à l’échelle du pays et dans le monde et donne un aperçu de leurs applications et de leur performance optimales lorsque des données sont disponibles. Selon le Guide, la stabilisation du sol comprend à la fois les activités de modification et les activités de stabilisation du sol et des matériaux. La modification du sol tient compte de l’amélioration des sols durant ou juste après un mélange pour en améliorer les propriétés techniques, telles que la plasticité et la sensibilité à l’humidité, et pour faciliter ou pour accélérer les travaux de construction. La stabilisation du sol, quant à elle, tient compte du traitement chimique et/ou mécanique d’une masse de sol dans le but d’en améliorer la résistance au cisaillement et la durabilité en vue de son intégration dans une structure de chaussée. Le présent Guide met l’accent sur la stabilisation des structures de chaussée pour les routes, y compris les couches de forme, les couches de granulats et la valorisation intégrale des chaussées en enrobé, avec enduit superficiel et à revêtement granulaire. Le projet inclut un analyse documentaire rigoureuse sur les produits et sur les processus applicables au pays et dans le monde. Un sondage détaillé a également été préparé et distribué aux agences, aux consultants et aux entrepreneurs dans le but de recueillir de l’information sur les pratiques de stabilisation et sur les procédures d’évaluation des produits actuelles, utilisées au Canada et à l’étranger. Les fournisseurs de produits de stabilisation ont également répondu à un sondage visant à développer une base de données sur les produits de stabilisation actuels et sur leur utilisation et sur leur performance.
This guide is intended for use by agencies in evaluating soil and material stabilization products being promoted by suppliers. It also identifies soil stabilization products and processes used across Canada and internationally, with a look at their optimal applications and performance when data is available. This guide considers soil stabilization to include both soil and material modification and stabilization activities. Modification of soil considers soil improvement during or shortly after mixing to improve engineering properties such as plasticity and moisture sensitivity, to help facilitate or expedite construction operations. Stabilization of soil, on the other hand, considers a chemical and/or mechanical treatment of a mass of soil to improve its shear strength and durability for inclusion in a pavement structure. This guide focuses on the stabilization of pavement structures for roadways including subgrades, aggregate layers, and full depth reclamation of asphalt, chip seal and granular roadways. The project included a thorough literature review of relevant products and processes across Canada and internationally. A detailed survey was also prepared and distributed to agencies, consultants and contractors to collect information on current stabilization practices and product evaluation procedures used across Canada and internationally. Suppliers of stabilization products were also surveyed to develop a database of current stabilization products and their use and performance.
Geographically located to the south of Mexico and north of the continent of South America, Central America (CA) has a population of 30 million people in an area of less than 600,000 square kilometers. Surrounded by the Caribbean Sea and the Pacific Ocean, the region includes the following countries: Belize, Guatemala, Honduras, El Salvador, Nicaragua, Costa Rica, and Panama. These last two countries are the most developed. Until the year 2000, research and specifications for asphalt materials were very limited. This was because each country reduced their efforts in adopting American Association for State Highway and Transportation Officials (AASHTO) specifications for viscosity graded asphalt and penetration. The only methodology used for designing hot-mix asphalt (HMA) was the Marshall Design procedure. In 2000, the turning point for the asphalt industry arrived when the Central American Manual for Highway and Bridge Construction (CA 2000) adopted the performance graded (PG) grading system, as well as the Superpave method as an option for HMA design and asphalt binder selection. In addition, in 2002, Costa Rica devoted one percent of the fuel tax in order to perform project auditing, applied research, and technology transfer through the Transportation Infrastructure Program (PITRA) of the National Laboratory of Materials of the University of Costa Rica (LanammeUCR). This resulted in a state-of-the-art laboratory. Current research focuses on developing specifications and material analysis which is representative of tropical weather conditions and weak soil foundations of the region. Examples of these research projects are as follows: calibration of the Witczak model for Central America's HMA mixture; development of a new moisture damage test for tropical weather; adaptation of chip and slurry seals for local conditions; nano-characterization of neat and modified asphalt binders; development of fatigue and rutting models for HMA mixtures; and developing an empirical-mechanistic pavement design guide for the CA region - the most ambitious project.
As is the case with most Latin American countries, Colombia is facing rapid economic growth. Yet, in terms of meeting the upcoming challenges and demands, the transport infrastructure of the country is lacking. In particular, the Colombian road infrastructure is one of the most under-developed in the region. The preparation of ambitious road projects has been motivated by the situation, and these are increasing the demand for high quality asphalt materials. The asphalt market in Colombia is currently controlled by a Colombian oil company called Ecopetrol. This is the only company, by law, authorized to produce and commercialize asphalt binder in the country. An average of 22,000 tons of asphalt binder are produced by month by this company in two different refineries; this amount equals almost half of the actual capacity of the refineries. Penetration is still the basis of specifications for asphalt binders in Colombia, and it is unlikely that a modification to performance-based specifications will occur in the short term. Nonetheless, there are two actors in the country that are becoming significant promoters of changes, as follows: universities and contractors, particularly those in road concession projects. World-class research is being conducted in the area of pavement engineering, and the expectation is that these results will have an impact on the paving industry. Yet, as an economical scheme that was developed for the first time in the 1990's with the goal of achieving better management of national roads, road concessions are assuming risks in order to optimize their operation by exploring the use of new materials and techniques. As a result, in the upcoming years, significant changes in the asphalt market and paving industry may be expected.
When it comes to asphalt technology in Chile, the state of the practice is very empirical. With traditional testing, binders are specified. Using the Marshall method, mixtures are designed. The majority of mixes used currently are dense graded. Using procedures based on American Association of State Highway and Transportation Officials (AASHTO) 93, flexible pavement design is carried out. With the expectation of important changes, important research projects are currently underway. One such project is a large one focusing on optimizing mixtures for overlays. Advanced rheological and performance characteristics of binders and mixtures are involved. Another such project is for the implementation of the Mechanistic-Empirical Pavement Design Guide (MEPDG) in Chile; this includes developing an initial database for traffic, weather, and material characterization for mechanistic pavement design. Modeling of indentation testing on asphalt binders, research on foamed asphalts, and distress model calibration efforts are among some other research initiatives.
One of the most significant factors leading to premature distress of an asphalt pavement can be poor workmanship. An understanding of the processes, procedures, and consequences of failing to observe proper practices is crucial for mix plant and paving personnel. The result of improperly prepared surfaces may be an inability to meet smoothness specifications, an inability to bond well to existing pavements (in the case of an overlay), or failure due to inadequate subgrade support. In many cases, milling is used to prepare existing surface. Details of proper milling are presented here, as well as what is involved in the proper planning of paving a smooth pavement.
The overall performance of flexible pavements is influenced by properly constructed longitudinal joints. Longitudinal joints are the first place, in too many cases, where durability-type failures occur. A cooperative study to identify the best methods for specifying and constructing longitudinal joints was conducted by the Federal Highway Administration (FHWA) and Asphalt Institute (AI). Best practices for constructing asphalt longitudinal joints in four ways were reviewed, as follows: a benchmark survey of the FHWA's 52 offices was conducted with regards to longitudinal joint construction methods, specifications, and performance; going back to the 1960's, an extensive literature review was conducted; interviews with ten nationally-acknowledged pavement experts were carried out; and representatives (department of transportation, contractors, and researchers) from five states that have implemented longitudinal joint specifications met with FHWA and AI. The focus of this presentation was construction techniques. The method deemed best for constructing a longitudinal joint is by paving in echelon such that the lanes are rolled together while hot to eliminate it. Yet, the opportunity for paving in echelon is limited by the need to maintain traffic. In the event that a joint had to be constructed, there was an even division between the experts interviewed as to whether it should be a notched wedge joint or the traditional butt joint. Joint performance can be affected by mix selection. Better joints tend to be the result of smaller nominal maximum aggregate sizes and finer mixes. Further details are elaborated here.
Two research projects to evaluate factors during compaction that affect pavement density were sponsored by the Wisconsin Highway Research Program. In order to identify relationships, both intelligent compaction and traditional density testing were used. The benefit of identifying soft spots in subgrade or underlying pavement is a benefit of intelligent compaction. In the first study, eight projects were tested. Primary factors, including gradation (coarse and fine), aggregate source (limestone or gravel), and base (rigid or flexible), were evaluated using a full factorial design. Two more factors, N sub design and nominal maximum aggregate size (NMAS), were varied to also understand their effect. Significant factors for fine-graded mixes were layer thickness and the interaction between layer thickness and base (flexible or rigid). While thicker lifts were easier to compact on flexible (crushed aggregate) bases, thinner lifts were easier to compact on rigid bases. Unfortunately, for coarse-graded mixes, several variables were confounded. In the second study, attempts were made to isolate the effects of temperature and pressure. Included in the study were thirty layers from 22 projects. Using roller (e.g. breakdown, intermediate and finish) and vibratory setting, densification was analyzed. Total passes had a dominant effect on achieved density, for breakdown roller; also important, but to a lesser degree, were temperature and use of vibratory compaction. A dominant factor as the temperature dropped below 200°F was mat temperature, and through all temperature ranges, passes remained an important factor. For finish rolling, relationships among factors were relatively weak. A significant increase was provided by use of vibration; total passes was a dominant factor; although practically less so, temperature was statistically significant. Densification was relatively easy to achieve at first, as expected, and as mat density increased for all rollers, it became increasingly difficult. Higher mat temperatures resulted in fewer passes, overall, but maximum recorded mat temperatures were 275°F or less. In all cases, regardless of varying all the aforementioned factors, 92% of G sub mm could be achieved in four to ten cumulative passes.
Making a lab mix similar to the plant-produced mix is the key to a good lab design. As the stockpile is being built, aggregates should be sampled. Representative samples from the perimeter of the pile can be difficult to obtain. Gradation standard deviation and trends need special attention. As the target gradation for each material in the mix design, be sure to use the latest trend. As a tool to evaluate aggregate packing, the Bailey method can be used. This method has resulted in improved field compaction and decreased mix design trials. A reduction in tender mixes has also been seen. Much of the difference between plant and lab mixes can be accounted for by aggregate breakdown. Additional fines and edges knocked off coarser aggregates are created in plant production. Lower voids and lower voids in mineral aggregate (VMA) is the result of both. In order to compensate, bag house fines should be added to lab mix. The best indicator of lab versus plant volumetric properties is VMA. Differences between lab and field VMA averages less than 0.1%, using these principles. Consistency is key for percent within limits (PWL) projects. Developing a paving plan and communicating between plant and field to plan plant starts and stops is important. Loading trucks on an incremental basis is also important, as well as building variability into design and maintaining a consistent paver speed.
The goal of National Cooperative Highway Research Program (NCHRP) 09-47A was to more precisely and completely quantify emission reductions and energy savings realized by warm mix asphalt (WMA) technologies. Based on ten technologies evaluated at five sites, fuel savings up to 22% were achieved. Also confirmed were fuel savings resulting from reduction in stockpile moisture content. Using Environmental Protection Agency (EPA) protocols, stack emissions were measured at two drum plants and one batch plant with comparisons between WMA and HMA. Producing mix at lower temperatures will undoubtedly reduce burner emissions and save fuel. Since 2001, prices for liquid asphalt have increased drastically. An excess of RAP is the result of mill and fill rehabilitation strategies. In order to correct gradation, fractionation is used. Film thickness, fatigue resistance and low temperature performance are improved by rejuvenators. Rutting is resisted by asphaltene rich reclaimed asphalt pavement (RAP) binders.
The research reported herein deals with the analysis of different rheometrical approaches to evaluate the damage-related properties of modified asphalt binders at high service temperatures. Static and repetitive creep experiments were performed to associate specific characteristics of the binders' time-dependent response to the materials damage resistance in conditions of incipient failure. The model parameter sub 0 was found to be the most important factor, which controls and predicts the binder resistance to the propagation of a viscous flow. Further data show that this condition applies even if non-linear domains are considered. The concept of intrinsic resistance to non-reversible deformation was consequently introduced and advanced performance-based criteria for technical qualification of modified asphalt binders were proposed.
Rolling thin-film oven (RTFO) and pressure aging vessel (PAV) aging methods do not necessarily reflect low-temperature oxidative aging of asphalt binders as it occurs in pavement structures constructed with modern asphalt materials, it has been shown. Development of an alternative laboratory aging apparatus employing a compact Attenuated Total Reflection spectrometer and airflow Aging Cell (ATRAC) equipped with a temperature controller has been targeted by this ongoing research. Asphalt mix samples are collected, concurrently, from several pavements of different ages constructed in Connecticut and Rhode Island with non-modified PG 64-28 (AC-20) and crumb rubber-modified PG 76-34 binders. A good correlation is shown by preliminary results between oxidation rates of binders aged by the ATRAC and oxidation rates of asphalt mixes collected from the existing pavements. In addition, it is indicated by comparison of ATRAC measurements on New England PG-graded binders and Strategic Highway Research Program (SHRP) core asphalts that there is a potential use for ranking performance of asphalt binders at high temperatures by oxidation rates produced by ATRAC.
The current design standard for asphalt mixtures provides guidance on selection of aggregates, asphalt binder and includes requirements for the amount of mineral filler to be included. The amount of filler that can be included is limited to a ratio in the range of 0.6-1.2 by mass of the binder. However, this range is based on experience rather than on scientific evaluation of the interaction between filler and binder. Although many researchers acknowledge the physico-chemical interaction between asphalt binder and the mineral filler, currently a procedure to quantify this interaction, and consider it in selecting favorable filler to binder ratio, is not available. In this paper, the effect of fillers on the glass transition temperature (T sub g) of the base binder was used to evaluate the physico-chemical interaction in mastics. The total reinforcement of the filler, which is measured in terms of relative viscosity of the filled binder to the unfilled binder, consists of two parts: mechanical and physico-chemical. The mechanical reinforcement part is calculated based on micromechanical models commonly used in the literature that take into account volume filling effects and particle-to-particle interactions. Physico-chemical reinforcement is estimated based on the change in the T sub g in both Williams-Landel-Ferry (WLF) and Arrhenius time-temperature shift models. The concept introduced in this study is evaluated by viscosity and dilatometric T sub g testing of three binders mixed with three different fillers, at different concentrations. Results show that the physico-chemical interaction between the mineral filler and the binder can be accurately estimated from the difference in the glass transition temperature of the mastics and the binder.
Surface free energy is a thermodynamic material property representing the work required to create new surfaces of unit area in a vacuum. Surface free energy has been used to quantify and screen both the cohesive bond energy of asphalt binders and the adhesive bond energy of asphalt binder-aggregate interfaces in wet and dry conditions. The bond energy is computed based on the surface free energies of the constituent materials. The total work of fracture is the cumulative effect of energies applied to the sample to create two new surfaces of unit area. These energies include the bond energy, calculated from surface free energy, dissipated plastic energy, and dissipated viscoelastic energy. This paper presents experimental results from a series of pull-off tests using asphalt binder-aggregate samples that demonstrate the relationship between bond energy and total work of fracture. In order to fully explore this relationship, temperature, loading rate, specimen geometry, and moisture content were varied.
Two high polymer mixtures (HPM) were placed at the 2009 National Center for Asphalt Technology (NCAT) Test Track as a field trial. These mixtures featured 7.5% polymer in contrast to the more typical 2-3% polymer contents. During construction, each mixture (one surface and one base mixture) was sampled for evaluation using laboratory performance tests. The results of the dynamic modulus test, asphalt pavement analyzer, flow number, bending beam fatigue, indirect tension creep compliance and strength test, energy ratio, and moisture susceptibility tests were compared with the results from comparable control mixtures placed in the same round of testing. The laboratory test results suggest HPM mixtures can be placed to develop more efficient (i.e., thinner) pavement cross-sections due to their enhanced fatigue and rutting resistance.
Aggregate packing concepts developed in the field of high-performance cement concretes, initially by Caquot (1937) then by contemporary researchers since the 1970s, were transposed to the field of asphalt concretes. These concepts, associated with the use of the gyratory compactor on aggregates only, enabled the development of a new laboratory design procedure of dense high-modulus asphalt concretes. These mixes are characterized by single or double gap-graded curves, great coarse aggregate interlock and no need for low penetration grade bitumens to fulfill the European EME2 specification requirements, in particular the 14,000 MPa stiffness modulus value at 15°C. In addition, the use of polymer modified binders (PMBs), at a content of about 4% up to 4.5%, combined with such an optimized aggregate packing leads to the design of the so-called high-performance asphalt concretes (HPAs) characterized by great compactability, very high stiffness modulus and high fatigue resistance in a single formulation, allowing for reduced pavement thickness and increased longevity. Moreover, the proposed mix design and the 4?4.5% binder content makes PMBs use affordable in base courses. Laboratory assessment of such materials consisted in the evaluation of compactability, moisture resistance, rutting resistance at 60°C, complex stiffness modulus at 15°C and fatigue resistance at 10°C. Apart from these results, the paper also addresses the successful application of this new material on different job sites, located mainly in France. The proposed HPA material may be potentially considered as a relevant solution for sustainable long life pavements that do not deteriorate structurally, needing only timely surface maintenance.