Ryutaro Hirose, Babak Mehran, Agnivesh Pani, Reza Omrani, P. Sahu
Saturation flow rate (SFR) variations were analyzed using the video data collected at a signalized intersection in Winnipeg, Canada, to investigate the implications of adverse Road-weather (RW) conditions for SFR distributions and characteristics. Survival analysis was implemented to develop stochastic SFR distribution functions considering censored data and a statistical analysis method was developed for determining the optimal critical vehicle (CV) for measurement of saturation headway. The analysis findings suggest that adverse RW conditions decrease SFR significantly and moves CV to the front of the queue while having little impact on SFR considering heavy vehicles (HV). Furthermore, the findings imply that the conventional SFR estimation method overestimates the probability of saturation at a given flow rate. The proposed analysis method reveals stochastic characteristics of SFR and provides a method to estimate SFR distributions under different RW conditions, which is essential for improving the operation of signalized intersections, particularly in cold regions.
{"title":"Implementing Survival Analysis to Capture Stochastic Characteristics of Saturation Flow Rate Considering the Impacts of Adverse Road-weather Conditions","authors":"Ryutaro Hirose, Babak Mehran, Agnivesh Pani, Reza Omrani, P. Sahu","doi":"10.1139/cjce-2023-0312","DOIUrl":"https://doi.org/10.1139/cjce-2023-0312","url":null,"abstract":"Saturation flow rate (SFR) variations were analyzed using the video data collected at a signalized intersection in Winnipeg, Canada, to investigate the implications of adverse Road-weather (RW) conditions for SFR distributions and characteristics. Survival analysis was implemented to develop stochastic SFR distribution functions considering censored data and a statistical analysis method was developed for determining the optimal critical vehicle (CV) for measurement of saturation headway. The analysis findings suggest that adverse RW conditions decrease SFR significantly and moves CV to the front of the queue while having little impact on SFR considering heavy vehicles (HV). Furthermore, the findings imply that the conventional SFR estimation method overestimates the probability of saturation at a given flow rate. The proposed analysis method reveals stochastic characteristics of SFR and provides a method to estimate SFR distributions under different RW conditions, which is essential for improving the operation of signalized intersections, particularly in cold regions.","PeriodicalId":9414,"journal":{"name":"Canadian Journal of Civil Engineering","volume":null,"pages":null},"PeriodicalIF":1.4,"publicationDate":"2023-11-15","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139271898","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Mohammed Al-Sharmootee, Seyed Hossein Hosseini Lavasani, Mir Hamid Hosseini, Mahmoud Ali
Column base connections represent the support system of a structure, and they should be strong enough to sustain the transmitted demands between the columns and foundation. This study describes numerically the performance of strengthened column base plate connections under cyclic loading. Four types of stiffeners were considered in the analysis: bracket plates, angles, channels with vertical stiffeners, and built-up stiffeners. The efficiency of used stiffeners, the cyclic performance of the strengthened connections, along with the failure modes were investigated. The numerical results showed that all the proposed strengthening methods have sufficient flexural strength and stiffness higher than the column. A pinched hysteretic response was observed for all strengthened connections under the applied cyclic loading. The built-up stiffener presented the maximum moment capacity and rotational stiffness among the other configurations. Using strengthened connections with more stiffeners made the anchor rods the fuse elements in the connection.
{"title":"The Cyclic Performance of Column Base Plate Connections Using Different Types of Stiffeners","authors":"Mohammed Al-Sharmootee, Seyed Hossein Hosseini Lavasani, Mir Hamid Hosseini, Mahmoud Ali","doi":"10.1139/cjce-2023-0156","DOIUrl":"https://doi.org/10.1139/cjce-2023-0156","url":null,"abstract":"Column base connections represent the support system of a structure, and they should be strong enough to sustain the transmitted demands between the columns and foundation. This study describes numerically the performance of strengthened column base plate connections under cyclic loading. Four types of stiffeners were considered in the analysis: bracket plates, angles, channels with vertical stiffeners, and built-up stiffeners. The efficiency of used stiffeners, the cyclic performance of the strengthened connections, along with the failure modes were investigated. The numerical results showed that all the proposed strengthening methods have sufficient flexural strength and stiffness higher than the column. A pinched hysteretic response was observed for all strengthened connections under the applied cyclic loading. The built-up stiffener presented the maximum moment capacity and rotational stiffness among the other configurations. Using strengthened connections with more stiffeners made the anchor rods the fuse elements in the connection.","PeriodicalId":9414,"journal":{"name":"Canadian Journal of Civil Engineering","volume":null,"pages":null},"PeriodicalIF":1.4,"publicationDate":"2023-11-15","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139274811","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Moisture-induced damage has been known as a major premature distresses in asphalt pavement. Numerous review papers have been made to provide the progression in study on moisture damage of asphalt pavement. However, mechanical properties of asphalt mixtures used as a parameter for moisture susceptibility evaluation were not reviewed in detail. To make the review of moisture-induced damage in asphalt pavement more comprehensive, this paper reviews research studies on moisture damage of asphalt pavement in view of mechanical properties as a parameter during the past 50 years. These parameters include tensile strength ratio (TSR), cohesion ratio (CR), dynamic modulus ratio (DMR), resilient modulus ratio (RMR), shear strength ratio (SSR). TSR and CR are only relevant at bottom of asphalt concrete (AC), while SSR can be used to describe moisture damage at different AC depths. DMR and RMR are concentrated on the impact of moisture damage via performance characteristics of asphalt mixtures.
{"title":"Engineering Properties-Based Parameters used for Moisture Damage Evaluation of Asphalt Mixtures: A Review","authors":"Thanh Chung Do","doi":"10.1139/cjce-2023-0243","DOIUrl":"https://doi.org/10.1139/cjce-2023-0243","url":null,"abstract":"Moisture-induced damage has been known as a major premature distresses in asphalt pavement. Numerous review papers have been made to provide the progression in study on moisture damage of asphalt pavement. However, mechanical properties of asphalt mixtures used as a parameter for moisture susceptibility evaluation were not reviewed in detail. To make the review of moisture-induced damage in asphalt pavement more comprehensive, this paper reviews research studies on moisture damage of asphalt pavement in view of mechanical properties as a parameter during the past 50 years. These parameters include tensile strength ratio (TSR), cohesion ratio (CR), dynamic modulus ratio (DMR), resilient modulus ratio (RMR), shear strength ratio (SSR). TSR and CR are only relevant at bottom of asphalt concrete (AC), while SSR can be used to describe moisture damage at different AC depths. DMR and RMR are concentrated on the impact of moisture damage via performance characteristics of asphalt mixtures.","PeriodicalId":9414,"journal":{"name":"Canadian Journal of Civil Engineering","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-11-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135192048","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Sahar Mohsenian Hadad Amlashi, Michel Vaillancourt, Alan Carter, Jean-Pascal Bilodeau, Elmira Khaksar Najafi, Reyhaneh Rahbar-Rastegar
This study investigated the use of recycled glass aggregate (RG) as unbound base/subbase material. The experimental tests included compaction, Los Angeles (LA), Micro-Deval, and California bearing ratio (CBR) tests. In this regard, fine proportion of course limestone aggregate (MG20) was replaced by RG with size ranging from 0 to 5 mm based on volumetric method. Adding RG to the coarse aggregate improved durability in wet conditions, which is more representative of the field condition of Canada/Quebec, but decreased in dry conditions. CBR values decreased with increasing RG inclusion, but all blends with 0-100% RG in the fine fraction of MG20 met minimum requirements for unbound granular layers in Quebec. A simple model predicting the resilient modulus values of these materials based on CBR values at different stress levels was suggested. This equation estimates Mr values of various aggregate-RG blends under a wide range of mean stress based on their CBR values.
{"title":"Mechanical Properties of Unbound Limestone Aggregates Replaced by Recycled Glass Aggregate for Pavement in Canada/Quebec","authors":"Sahar Mohsenian Hadad Amlashi, Michel Vaillancourt, Alan Carter, Jean-Pascal Bilodeau, Elmira Khaksar Najafi, Reyhaneh Rahbar-Rastegar","doi":"10.1139/cjce-2023-0158","DOIUrl":"https://doi.org/10.1139/cjce-2023-0158","url":null,"abstract":"This study investigated the use of recycled glass aggregate (RG) as unbound base/subbase material. The experimental tests included compaction, Los Angeles (LA), Micro-Deval, and California bearing ratio (CBR) tests. In this regard, fine proportion of course limestone aggregate (MG20) was replaced by RG with size ranging from 0 to 5 mm based on volumetric method. Adding RG to the coarse aggregate improved durability in wet conditions, which is more representative of the field condition of Canada/Quebec, but decreased in dry conditions. CBR values decreased with increasing RG inclusion, but all blends with 0-100% RG in the fine fraction of MG20 met minimum requirements for unbound granular layers in Quebec. A simple model predicting the resilient modulus values of these materials based on CBR values at different stress levels was suggested. This equation estimates Mr values of various aggregate-RG blends under a wide range of mean stress based on their CBR values.","PeriodicalId":9414,"journal":{"name":"Canadian Journal of Civil Engineering","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-11-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135589121","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Solid waste management (SWM) is crucially important for sustainable development and the environmental management system in First Nations (FN) communities and reserves. This research developed an inventory-theory-based optimization model under uncertainty for SWM to support FN communities. The model can be used to pick the most appropriate facilities and the most optimal waste destination for achieving minimum system cost. The opening conditions of SWM facilities depend on the situation to satisfy the demand for solid waste treatment. The economic order quantity model is combined with the developed model to determine the optimal batch size and order cycle to minimize inventory costs. The facility selection and waste allocation in the normal and winter seasons under different risk levels can all be obtained from the developed model. These solutions can guide professionals in analyzing the trade-offs between system cost and constraint-violation risks in management and operation.
{"title":"Improving solid waste management in remote First Nations communities through inventory-theory-based optimization","authors":"Ziyu Wang, Zhikun Chen, Chunjiang An","doi":"10.1139/cjce-2023-0320","DOIUrl":"https://doi.org/10.1139/cjce-2023-0320","url":null,"abstract":"Solid waste management (SWM) is crucially important for sustainable development and the environmental management system in First Nations (FN) communities and reserves. This research developed an inventory-theory-based optimization model under uncertainty for SWM to support FN communities. The model can be used to pick the most appropriate facilities and the most optimal waste destination for achieving minimum system cost. The opening conditions of SWM facilities depend on the situation to satisfy the demand for solid waste treatment. The economic order quantity model is combined with the developed model to determine the optimal batch size and order cycle to minimize inventory costs. The facility selection and waste allocation in the normal and winter seasons under different risk levels can all be obtained from the developed model. These solutions can guide professionals in analyzing the trade-offs between system cost and constraint-violation risks in management and operation.","PeriodicalId":9414,"journal":{"name":"Canadian Journal of Civil Engineering","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-10-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"136261523","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Seunghyun Roh, Yonathan Alemu Yami, Hyunsik Hwang, Yoonho Cho
Predicting pavement temperature by depth is crucial for road design, analysis, and maintenance. However, current methods predominantly utilize regression and/or open-form solutions focusing on highways. Additionally, most machine learning models focus on asphalt layers and do not extend to deeper pavement layers. Therefore, this study provides deep-learning models using weather parameters to predict pavement temperature from surface to sublayers and estimate pavement freezing-depth for developing massive apartment complexes. Temperature-by-depth data collected from thin pavements from three locations in South Korea were used. Comparative analyses of Long-short-term-memory (LSTM), convolutional neural network-LSTM (CNN-LSTM), and convolutional-LSTM (Conv-LSTM) were performed. Results showed that CNN-LSTM model performed better with coefficients of determination (R2) of 0.965, 0.987, and 0.981. Additionally, the CNN-LSTM predicted freezing-depth with 0.3%-13.1% error margins outperforming the LSTM, Aldrich's, and Korean Ministry of Transport approach. The proposed approach shows that deep learning models better estimate the freezing depth of pavements than existing approaches.
{"title":"Pavement Freezing Depth Estimation using Hybrid Deep Learning Models","authors":"Seunghyun Roh, Yonathan Alemu Yami, Hyunsik Hwang, Yoonho Cho","doi":"10.1139/cjce-2023-0131","DOIUrl":"https://doi.org/10.1139/cjce-2023-0131","url":null,"abstract":"Predicting pavement temperature by depth is crucial for road design, analysis, and maintenance. However, current methods predominantly utilize regression and/or open-form solutions focusing on highways. Additionally, most machine learning models focus on asphalt layers and do not extend to deeper pavement layers. Therefore, this study provides deep-learning models using weather parameters to predict pavement temperature from surface to sublayers and estimate pavement freezing-depth for developing massive apartment complexes. Temperature-by-depth data collected from thin pavements from three locations in South Korea were used. Comparative analyses of Long-short-term-memory (LSTM), convolutional neural network-LSTM (CNN-LSTM), and convolutional-LSTM (Conv-LSTM) were performed. Results showed that CNN-LSTM model performed better with coefficients of determination (R2) of 0.965, 0.987, and 0.981. Additionally, the CNN-LSTM predicted freezing-depth with 0.3%-13.1% error margins outperforming the LSTM, Aldrich's, and Korean Ministry of Transport approach. The proposed approach shows that deep learning models better estimate the freezing depth of pavements than existing approaches.","PeriodicalId":9414,"journal":{"name":"Canadian Journal of Civil Engineering","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-10-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"136377285","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The winter weather severity plays a crucial role in determining the resources required for winter maintenance activities. This study utilized non-linear models to examine the relationship between winter weather variables (temperature, wind speed, and snowfall) and winter maintenance expenditures (labor, material, and equipment) based on data from the state of Illinois. The data was collected and aggregated by year and district to align with the expenditure data, and the state was divided into three climatic zones, with separate models developed for each. The ROUT method was employed to identify and eliminate outliers before conducting non-linear modeling. The best-fitting model was selected using cross-validation and R2 evaluation. The results demonstrate that the chosen non-linear models effectively depict the connection between winter weather and winter maintenance expenses. These findings can aid agencies in efficiently allocating resources for winter maintenance.
{"title":"Nonlinear Modelling of the Association between Winter Weather Severity and Maintenance Expenditures","authors":"Yan Qi, Varun Reddy Velpur","doi":"10.1139/cjce-2023-0203","DOIUrl":"https://doi.org/10.1139/cjce-2023-0203","url":null,"abstract":"The winter weather severity plays a crucial role in determining the resources required for winter maintenance activities. This study utilized non-linear models to examine the relationship between winter weather variables (temperature, wind speed, and snowfall) and winter maintenance expenditures (labor, material, and equipment) based on data from the state of Illinois. The data was collected and aggregated by year and district to align with the expenditure data, and the state was divided into three climatic zones, with separate models developed for each. The ROUT method was employed to identify and eliminate outliers before conducting non-linear modeling. The best-fitting model was selected using cross-validation and R2 evaluation. The results demonstrate that the chosen non-linear models effectively depict the connection between winter weather and winter maintenance expenses. These findings can aid agencies in efficiently allocating resources for winter maintenance.
","PeriodicalId":9414,"journal":{"name":"Canadian Journal of Civil Engineering","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-10-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"136034441","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
This technical note qualitatively and quantitatively described the ice run that took place in Sokna river, Trøndelag, Norway on the 23rd of January 2020. Metrological and hydrological data is described. Stranded ice floe size distribution data is presented and analysed. This shows that the maximal ice floe dimension is well described by generalized exponential (shape=2.77,scale=1.42) or log-logistic distributions (alpha=3.57,lambda =1.15). A custom-built steel load panel had been mounted on Sokna bridge preceding the ice run, however due to technical difficulties no forces were recorded. Hindcast calculations using Solidworks based on the permanent deflections experienced by this load panel have been carried out to estimate ice forces experienced by Sokna bridge. These show that the real peak ice force experienced by the 0.8m i diameter cylindrical bridge piers must have been within the range 1.1-5.5MN. This range is compared to predictions made by standards for predicting ice forces on bridge piers.
{"title":"Estimating ice forces on a bridge pier using field observations and a deformation model","authors":"Einar Rødtang, Knut Alfredsen, Knut Høyland","doi":"10.1139/cjce-2023-0029","DOIUrl":"https://doi.org/10.1139/cjce-2023-0029","url":null,"abstract":"This technical note qualitatively and quantitatively described the ice run that took place in Sokna river, Trøndelag, Norway on the 23rd of January 2020. Metrological and hydrological data is described. Stranded ice floe size distribution data is presented and analysed. This shows that the maximal ice floe dimension is well described by generalized exponential (shape=2.77,scale=1.42) or log-logistic distributions (alpha=3.57,lambda =1.15). A custom-built steel load panel had been mounted on Sokna bridge preceding the ice run, however due to technical difficulties no forces were recorded. Hindcast calculations using Solidworks based on the permanent deflections experienced by this load panel have been carried out to estimate ice forces experienced by Sokna bridge. These show that the real peak ice force experienced by the 0.8m i diameter cylindrical bridge piers must have been within the range 1.1-5.5MN. This range is compared to predictions made by standards for predicting ice forces on bridge piers.","PeriodicalId":9414,"journal":{"name":"Canadian Journal of Civil Engineering","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-10-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"136079238","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The pavement structure strength index (PSSI) indicator in the Chinese standard and the structural number (SN) indicator proposed by AASHTO are widely used to evaluate the structural states of semi-rigid asphalt pavement. However, PSSI and SN indicators do not involve the intra- and interlayer interface structural state, and the indicators are disconnected from the pavement design indicators. In this study, the intralayer remaining life and structural attenuation state were considered comprehensively to propose the indicators of the surface/base/subgrade structural state index (SSSI/BSSI/GSSI). The interlayer interface structural state index (ISSI) was proposed based on the friction coefficient between the surface and base layers. The pavement structural state index (PaSSI) was proposed by assigning the weightings to SSSI, BSSI, GSSI, and ISSI indicators. Compared with the PSSI or SN indicators, the proposed indicators realize the intralayer–interlayer–overall structural evaluation of the pavement, and the indicators were based on the pavement design indicators.
{"title":"Network-level Evaluation Method of the Overall-Intralayer-Interlayer Interface Structural States of Semi-rigid Asphalt Pavement","authors":"Jianwei Fan, Tao Ma, Yajing Zhu, Yiming Zhang","doi":"10.1139/cjce-2023-0219","DOIUrl":"https://doi.org/10.1139/cjce-2023-0219","url":null,"abstract":"The pavement structure strength index (PSSI) indicator in the Chinese standard and the structural number (SN) indicator proposed by AASHTO are widely used to evaluate the structural states of semi-rigid asphalt pavement. However, PSSI and SN indicators do not involve the intra- and interlayer interface structural state, and the indicators are disconnected from the pavement design indicators. In this study, the intralayer remaining life and structural attenuation state were considered comprehensively to propose the indicators of the surface/base/subgrade structural state index (SSSI/BSSI/GSSI). The interlayer interface structural state index (ISSI) was proposed based on the friction coefficient between the surface and base layers. The pavement structural state index (PaSSI) was proposed by assigning the weightings to SSSI, BSSI, GSSI, and ISSI indicators. Compared with the PSSI or SN indicators, the proposed indicators realize the intralayer–interlayer–overall structural evaluation of the pavement, and the indicators were based on the pavement design indicators.","PeriodicalId":9414,"journal":{"name":"Canadian Journal of Civil Engineering","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-10-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"136078665","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-10-13DOI: 10.12962/j20861206.v38i2.18196
Tri Cahyo Utomo, Catur Arif Prastyanto
On national roads (arterial roads) whose LHR conditions should be the same or tend to be higher than provincial roads (collector roads) still often use slurry seals for handling to protect the asphalt layer from disintegration, cracking and reduced skid factor on the road. In fact, in its implementation on provincial roads, the lifespan of spot leveling works tends to have a much longer service life than slurry seals which tend to be damaged during the same fiscal year. This is certainly a contradictory conclusion between the two methods applied, namely on provincial roads with LHR tend to be lower than national roads using spot leveling treatment which has a longer lifespan, while on national roads it is the other way around. With the above problems, it is necessary to do further research on the factors that underlie the selection of the method, the service life of the results of the handling is compared to the construction costs incurred. The research method was carried out using LHR data to determine the condition of traffic loads on each segment of the segment, survey road conditions to determine the percentage of damage and the remaining service life of slurry seals and spot leveling, and compared with construction costs. The CESA value or traffic load characteristics affect the service life of the slurry seal, with a service life gap of 2.08 years and handling cost of Rp. 12,949.29 per square meter per year. Drainage conditions also influence the service life of the slurry seal, with a service life gap of 1.32 years and handling cost of Rp. 8,097 per square meter per year. Sidewalk conditions impact the service life of the slurry seal as well, with a service life gap of 0.52 years and handling cost of Rp. 4,688.39 per square meter per year. Based on the data on the service life gaps and handling costs, the most influential factor on the service life and duration of the slurry seal is the CESA condition on the road segment where the slurry seal is applied.
{"title":"SELECTION ANALYSIS OF ROAD MAINTENANCE METHODS BETWEEN THE USE OF SLURRY SEALS AND SPOT LEVELLING FROM SERVICE LIFE AND CONSTRUCTION COSTS ASPECTS","authors":"Tri Cahyo Utomo, Catur Arif Prastyanto","doi":"10.12962/j20861206.v38i2.18196","DOIUrl":"https://doi.org/10.12962/j20861206.v38i2.18196","url":null,"abstract":"On national roads (arterial roads) whose LHR conditions should be the same or tend to be higher than provincial roads (collector roads) still often use slurry seals for handling to protect the asphalt layer from disintegration, cracking and reduced skid factor on the road. In fact, in its implementation on provincial roads, the lifespan of spot leveling works tends to have a much longer service life than slurry seals which tend to be damaged during the same fiscal year. This is certainly a contradictory conclusion between the two methods applied, namely on provincial roads with LHR tend to be lower than national roads using spot leveling treatment which has a longer lifespan, while on national roads it is the other way around. With the above problems, it is necessary to do further research on the factors that underlie the selection of the method, the service life of the results of the handling is compared to the construction costs incurred. The research method was carried out using LHR data to determine the condition of traffic loads on each segment of the segment, survey road conditions to determine the percentage of damage and the remaining service life of slurry seals and spot leveling, and compared with construction costs. The CESA value or traffic load characteristics affect the service life of the slurry seal, with a service life gap of 2.08 years and handling cost of Rp. 12,949.29 per square meter per year. Drainage conditions also influence the service life of the slurry seal, with a service life gap of 1.32 years and handling cost of Rp. 8,097 per square meter per year. Sidewalk conditions impact the service life of the slurry seal as well, with a service life gap of 0.52 years and handling cost of Rp. 4,688.39 per square meter per year. Based on the data on the service life gaps and handling costs, the most influential factor on the service life and duration of the slurry seal is the CESA condition on the road segment where the slurry seal is applied.","PeriodicalId":9414,"journal":{"name":"Canadian Journal of Civil Engineering","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-10-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135853820","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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