PASER Manual Asphalt Roads
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Eu Road Surfaces: Economic and Safety Impact of the Lack of Regular Road Maintenance
DIRECTORATE GENERAL FOR INTERNAL POLICIES POLICY DEPARTMENT B: STRUCTURAL AND COHESION POLICIES TRANSPORT AND TOURISM EU ROAD SURFACES: ECONOMIC AND SAFETY IMPACT OF THE LACK OF REGULAR ROAD MAINTENANCE STUDY This document was requested by the European Parliament's Committee on Transport and Tourism. AUTHORS Steer Davies Gleave - Roberta Frisoni, Francesco Dionori, Lorenzo Casullo, Christoph Vollath, Louis Devenish, Federico Spano, Tomasz Sawicki, Soutra Carl, Rooney Lidia, João Neri, Radu Silaghi, Andrea Stanghellini RESPONSIBLE ADMINISTRATOR Piero Soave Policy Department Structural and Cohesion Policies European Parliament B-1047 Brussels E-mail: [email protected] EDITORIAL ASSISTANCE Adrienn Borka LINGUISTIC VERSIONS Original: EN. ABOUT THE EDITOR To contact the Policy Department or to subscribe to its monthly newsletter please write to: [email protected] Manuscript completed in July, 2014 © European Union, 2014. DISCLAIMER The opinions expressed in this document are the sole responsibility of the author and do not necessarily represent the official position of the European Parliament. Reproduction and translation for non-commercial purposes are authorized, provided the source is acknowledged and the publisher is given prior notice and sent a copy. DIRECTORATE GENERAL FOR INTERNAL POLICIES POLICY DEPARTMENT B: STRUCTURAL AND COHESION POLICIES TRANSPORT AND TOURISM EU ROAD SURFACES: ECONOMIC AND SAFETY IMPACT OF THE LACK OF REGULAR ROAD MAINTENANCE STUDY Abstract This study looks at the condition and the quality of road surfaces in the EU and at the trends registered in the national budgets on the road maintenance activities in recent years, with the aim of reviewing the economic and safety consequences of the lack of regular road maintenance. -
Pedestrian and Light Traffic Applications Introduction Brick Pavers Are Arranged Cost Savings That Upon the Bedding Sand in Supplement the Savings the Desired Pattern
Flexible Brick Industry Brick Paving Association Pedestrian and Light Traffic Applications Traffic Light and Pedestrian Introduction brick pavers are arranged cost savings that upon the bedding sand in supplement the savings the desired pattern. Sand afforded by the brick is then spread into the itself. In addition, spaces between the pavers replacement of pavers as jointing material. after repair of utilities beneath a flexible brick As the whole paving pavement is easily system compacts with time achieved. and use, the bricks interact with the jointing sand and base materials to achieve the unique quality of “interlock.” Interlock holds the pavers in place Brick paving has been used for thousands and distributes the load of years. The Romans laid brick in roads through the layers down crisscrossing their vast empire, some of to the subgrade, enabling which still exist. Americans have employed the surface to contribute the material since the earliest Colonial days, to the strength of the and brick pathways and sidewalks thread whole system. When through the landmark sites and properly installed, brick As an architect’s medium, historic areas across the country. interlocking pavements are brick is equally flexible. highly stable and durable. Its basic aesthetic appeal is legendary as a material Today, as many property the flexible nature of its This basic advantage begets that exudes warmth and owners and architects foundation and the action others. Because flexible elegance through the attest, brick paving is of the pavers themselves. brick paving provides permanent color of fired timeless, especially for In such flexible pavements, interlock, no rigid concrete clay or shale. -
Pavements and Surface Materials
N O N P O I N T E D U C A T I O N F O R M U N I C I P A L O F F I C I A L S TECHNICAL PAPER NUMBER 8 Pavements and Surface Materials By Jim Gibbons, UConn Extension Land Use Educator, 1999 Introduction Traffic Class Type of Road Pavements are composite materials that bear the weight of 1 Parking Lots, Driveways, Rural pedestrian and vehicular loads. Pavement thickness, width and Roads type should vary based on the intended function of the paved area. 2 Residential Streets 3 Collector Roads Pavement Thickness 4 Arterial roads 5 Freeways, Expressways, Interstates Pavement thickness is determined by four factors: environment, traffic, base characteristics and the pavement material used. Based on the above classes, pavement thickness ranges from 3" for a Class 1 parking lot, to 10" or more for Class 5 freeways. Environmental factors such as moisture and temperature significantly affect pavement. For example, as soil moisture Sub grade strength has the greatest effect in determining increases the load bearing capacity of the soil decreases and the pavement thickness. As a general rule, weaker sub grades require soil can heave and swell. Temperature also effects the load thicker asphalt layers to adequately bear different loads associated bearing capacity of pavements. When the moisture in pavement with different uses. The bearing capacity and permeability of the freezes and thaws, it creates stress leading to pavement heaving. sub grade influences total pavement thickness. There are actually The detrimental effects of moisture can be reduced or eliminated two or three separate layers or courses below the paved wearing by: keeping it from entering the pavement base, removing it before surface including: the sub grade, sub base and base. -
Brick Streets Plan
BRICK STREETS PLAN City of Rock Island Community & Economic Development Department Planning & Redevelopment Division Rock Island Preservation Commission Adopted 1988 by Rock Island City Council Amended: January 23, 2012 August 22, 2011 March 28, 2005 April 10, 2000 May 12, 1997 September 14, 1992 Rock Solid. Rock Island. 1899 - The first brick pavement was laid in the Tri-Cities on the corner of Twentieth Street and Second Avenue, Rock Island. The first brick was placed by Mayor William McConochie. Civil Engineer for the project was H.G. Paddock. -- From Historical Souvenir of Moline and Vicinity, 1909 TABLE of CONTENTS Executive Summary ..................................................................................... 3 Prioritization List ........................................................................................... 5 Map of Brick Streets ..................................................................................... 6 Methodology ................................................................................................ 9 History of Brick Street Construction in Rock Island ...................................... 10 Condition of Brick Streets ............................................................................. 13 Utilities and Brick Streets ............................................................................. 17 Street Standards .......................................................................................... 18 Owner-Occupancy Along Brick Streets ....................................................... -
Experimental Study on the Dynamics of Washboard Road on Various Surfaces
Experimental Study on the Dynamics of Washboard Road on Various Surfaces Teeranai SRIMAHACHOTA Candidate for the Degree of Master’s Degree Supervisor: Prof. Shunji KANIE Division of Engineering and Policy for Sustainable Environment Introduction Washboarding is the spontaneous formation of transverse ripple on dirt road. It is usually found on unpaved heavy- traffic road under dry weather condition. Driving over washboard road may increase risk of traffic accident since ripples reduce the contact area of the wheel to the road. Mitigating washboard road has long been a challenge for the road maintenance [1]. In addition, spontaneous formation of ripple pattern similar to washboarding can be found on other physical system; for examples, rail corrugation [2, 3], sand dune [4], lubricated disks [5], and periodic ripples on snow covered road [6]. The mechanism of washboarding was first studied in 1962 Fig. 1. Schematic illustration of the experimental apparatus. by Mather [7], and he concluded that it caused by the (a) top view of the self-rotating track showing several ripples bouncing motion of the wheel excided by random formed on the track. (b) diagram of the seesaw-shaped perturbation on road surface. Recent studies have shown that oscillator. washboard road can be formed using rolling wheel [8] and inclined plowed dragged on a granular surface [9, 10]. measure original height of the surface. Then we place the Washboarding can be described by theoretical models which oscillator to touch gently on the flat surface. The oscillator is determine the effect of lift and drag forces to the time in the balance of force so that almost no compression force variation of surface geometry. -
Pavement Mgmt Plan Street Listing
Town of Ashburnham Pavement Management Data 1/7/2021 Key REMINDER Town Accepted - Inspected It's important to keep the following in mind when reviewing this plan. State Roads Each fiscal year is subject to changes for any or all of the following reasons. Town Accepted - Gravel • Budget increases or decreases Town Accepted - Scenic Roads • Not receiving applied for grant monies Private • Changes to material costs RSR = Road Surface Rating • Unexpected changes to the condition of a particular road TIP = MA Transportation Improvement Program • Subject to funding allocation (Capital Plan) TOWN ACCEPTED INSPECTED Street Name Street Segment From Street RSR Repair Method Est. Cost Func. Class Estimated Action ACADEMY STREET ACADEMY ST-01 CENTRAL ST 99.23 No Maintenance Required $0.00 Local Completed ACADEMY STREET ACADEMY ST-02 PLEASANT ST N 99.23 No Maintenance Required $0.00 Local Completed AMES AVENUE AMES AVE CENTRAL ST 11.13 Major Rehabilitation $30,394.54 Local Cul De Sac/Dead End ASHBY ROAD ASHBY RD-01 CHAPEL ST 87.73 Routine Maintenance $6,852.38 Major Collector ASHBY ROAD ASHBY RD-02 STOWELL RD 89.73 Routine Maintenance $8,518.91 Major Collector ASHBY ROAD ASHBY RD-03 HOLT RD 91.73 Routine Maintenance $6,049.28 Major Collector ASHBY ROAD ASHBY RD-04 OLD ASHBY RD 96.73 No Maintenance Required $0.00 Major Collector Completed ASHBY ROAD ASHBY RD-05 OLD STEELE RD 96.73 No Maintenance Required $0.00 Major Collector Completed ASHBY ROAD ASHBY RD-06 RINGE TPKE 96.73 No Maintenance Required $0.00 Major Collector Completed BIRCHWOOD TERRACE -
Guidelines for Safe Ice Construction
GUIDELINES FOR SAFE ICE CONSTRUCTION 2015 GUIDELINES FOR SAFE ICE CONSTRUCTION Department of Transportation February 2015 This document is produced by the Department of Transportation of the Government of the Northwest Territories. It is published in booklet form to provide a comprehensive and easy to carry reference for field staff involved in the construction and maintenance of winter roads, ice roads, and ice bridges. The bearing capacity guidance contained within is not appropriate to be used for stationary loads on ice covers (e.g. drill pads, semi-permanent structures). The Department of Transportation would like to acknowledge NOR-EX Ice Engineering Inc. for their assistance in preparing this guide. Table of Contents 1.0 INTRODUCTION .................................................5 2.0 DEFINITIONS ....................................................8 3.0 ICE BEHAVIOR UNDER LOADING ................................13 4.0 HAZARDS AND HAZARD CONTROLS ............................17 5.0 DETERMINING SAFE ICE BEARING CAPACITY .................... 28 6.0 ICE COVER MANAGEMENT ..................................... 35 7.0 END OF SEASON GUIDELINES. 41 Appendices Appendix A Gold’s Formula A=4 Load Charts Appendix B Gold’s Formula A=5 Load Charts Appendix C Gold’s Formula A=6 Load Charts The following Appendices can be found online at www.dot.gov.nt.ca Appendix D Safety Act Excerpt Appendix E Guidelines for Working in a Cold Environment Appendix F Worker Safety Guidelines Appendix G Training Guidelines Appendix H Safe Work Procedure – Initial Ice Measurements Appendix I Safe Work Procedure – Initial Snow Clearing Appendix J Ice Cover Inspection Form Appendix K Accident Reporting Appendix L Winter Road Closing Protocol (March 2014) Appendix M GPR Information Tables 1. Modification of Ice Loading and Remedial Action for various types of cracks .........................................................17 2. -
The Road Inventory of Mackay Island National Wildlife Refuge Knotts Island, NC
The Road Inventory of Mackay Island National Wildlife Refuge Knotts Island, NC Prepared By: Federal Highway Administration Central Federal Lands Highway Division October, 2010 Report Generated: 10/05/2010 TABLE OF CONTENTS SECTION PAGE I. INTRODUCTION 1 - 1 II. SUMMARY INFORMATION Summaries by Condition, Surface Type and Functional Class 2 - 1 III. REFUGE ROUTE LOCATION MAPS 3 - 1 IV. ROUTE IDENTIFICATION LIST 4 - 1 V. ROUTE CONDITION RATING SHEETS 5 - 1 VI. PARKING LOT CONDITION RATING SHEETS 6 - 1 VII. BRIDGE INVENTORY INFORMATION 7 - 1 VIII. PHOTOGRAPHIC SHEETS 8 - 1 IX. ACCIDENT SUMMARY 9 - 1 APPENDIX Funcitonal Classification Table i Description of Rating System ii INTRODUCTION The Transportation Equity Act for the 21st Century (Public Law 105-178) created the Refuge Roads Program. Refuge roads are those public roads that provide access to or within a unit of the National Wildlife Refuge System and for which title and maintenance responsibility is vested in the United States Government. Funds from the Highway Trust Fund are available for refuge roads and can be used by the station to pay the cost of: (a) Maintenance and improvements of refuge roads. (b) Maintenance and improvements of: (1) Adjacent vehicle parking areas (2) Provision for pedestrians and bicycles and (3) Construction and reconstruction of roadside rest areas that are located in or adjacent to wildlife refuges (c) Administrative costs associated with such maintenance and improvements. The funds available for refuge roads are to be disbursed based on the relative needs of the various refuges in the National Wildlife Refuge System, and taking into consideration: (a) The comprehensive conservation plan for each refuge; (b) The need for access as identified through land use planning; and (c) The impact of land use planning on existing transportation facilities. -
Road Surface Quality: What Road Users Want from Highways England November 2017 Road Surface Quality: What Road Users Want from Highways England
Road surface quality: what road users want from Highways England November 2017 Road surface quality: what road users want from Highways England Anthony Smith Jim O’Sullivan Chief Executive Chief Executive Transport Focus Highways England Foreword ransport Focus research in 2015 showed that not something separate. They prefer asphalt roads T surface quality was road users’ top priority for to concrete ones, partly because they are quieter improvement to England’s motorways and major to drive on. ‘A’ roads1, by some margin. But what wasn’t clear Highways England believes a connected was exactly which aspects of the surface users country is better for everyone. The company works wanted to be improved and why. hard to deliver the safest, smoothest, most Transport Focus and Highways England have reliable connections possible. In 2015/2016 therefore worked together to research just that. 1471 lane miles of resurfacing was carried out Our purpose being to ensure that the views of – 23 per cent higher than the original target. those using the roads shape decision-making in But Highways England is not complacent. this area. That’s why Transport Focus and Highways England The research shows that what road users want are both using this research to help inform the is not complicated. They want a surface without Government’s second Road Investment Strategy dips, bumps, potholes, undulations or deep ruts (RIS 2), covering 2020-25. Separately, Highways – in other words continuously smooth. They also England is considering the recommendations want clearer white lines and ‘cats eyes’, which Transport Focus has made in light of this users regard as part of the surface and research. -
Table of Contents INTRODUCTION City of Lubbock Street Department
TABLE OF CONTENTS TABLE OF CONTENTS Introduction • Brief Summary of the Pavement Preservation Strategy and Assessment of Current Conditions Pavement Preservation Overview • What is Pavement Preservation? iVIaintenance Strategies and Practices • strategies for Asphalt Paving • Strategies for Concrete Paving • Strategies for Brick Paving Test Sections of Streets • List of Test Sections • Test Sections Evaluations PAVER • Overview of MicroPAVER • Sample Inspections Sheets • Sample Report Sheets Pavement Distresses • Paved Asphalt Distresses • Paved Concrete Distresses • Paved Brick Distresses Paver Aids in Implementing GASB 34 • PAVER Aids in Implementing GASB 34 • Current Estimated Value of City of Lubbock Streets • Current Estimated Value of City of Lubbock Streets by Council District • Articles briefly explaining GASB 34 Glossary • Pavement Preservation Glossary of Terms Appendix • November 1983, APWA Reporter Article on PAVER • Asset Management and Innovative Finance Page 1 of 1 Pavement Preservation Strategies Table of Contents INTRODUCTION City of Lubbock street Department August 22, 2003 Brief Summary of the Pavement Preservation Strategy And Assessment of Current Conditions The City of Lubbock has over 2600 lane-miles of paved streets with a replacement value of approximately $250,000,000. Street Department is charged with the responsibility of effectively preserving this extensive portion of the City's infrastructure. Although the overall pavement preservation strategy has many aspects, the following is a brief summary of the typical scenario. A. History: The City of Lubbock since 1984 has been a subscriber to the American Public Works Association (APWA) PAVER Project. This computerized street maintenance program, as well as an associated Microsoft Access database program, provides such information on each block of paved street as; 1. -
Town of Warren Road Department Winter Road
TOWN OF WARREN ROAD DEPARTMENT WINTER ROAD MAINTENANCE POLICY The Warren Road Department's Winter Maintenance Policy is based on the goal of obtaining safe highway travel surfaces during winter months. It is our goal to achieve this at the earliest practica! time and in the most cost efficient manner during and after a storm event. Providing bare dry travel surfaces during a winter storm event is not practical and therefore not expected. There are many variables affecting winter maintenance operations such as type of precipitation, air and pavement temperature/ traffic volume/ wind, time of day/ and even the day of the week. Type and volume of traffic and road gradient are the primary factors in determining the order of winter maintenance service. Therefore/ during periods of time when school is in session, top priority is given to clearing roads utilized by the school buses. Emergency service buildings shall receive necessary maintenance to provide for emergency personnel to arrive and for vehicles to depart and return safely. As necessary/ snow and ice control equipment shall be redirected by the Road Foreman from assigned routes to assist emergency response vehicles in reaching the destination. Roads heavily used by commuters and hills are next in priority. Each winter storm event is unique. It is impractical to develop specific rules on winter maintenance operations. Therefore, the Judgment of the Road Foreman often governs the quantities and type of applications used to control snow and ice. Public safety is always our top priority. The following are general guidelines for the winter maintenance by the Warren Road Department: Highway Department Call Outs: Road Department's regular working hours are 6 a.m. -
Lempster Winter Road Maintenance Policy Approved February 16, 2000
Lempster Winter Road Maintenance Policy Approved February 16, 2000 Scheduled Review September 2002 Reviewed January 2005 Objective: Given that Lempster has unique road and winter weather conditions, and that no amount of plowing, sand, salt, or public expenditure is a substitute for responsible motorists’ good winter driving sense and equipment, it is the intent and responsibility of the Town of Lempster to provide timely and cost-effective winter road maintenance for the safety and benefit of the Town's residents and the general motoring public. Procedure: The objective will be achieved by implementing the Lempster Winter Road Maintenance Procedures, below. Due to the many variables that are inherent to New England and indeed Lempster, each storm and/or weather event may require a different emphasis or strategy. Level of Service:. While the Town endeavors to provide safe, practical access to homes, businesses and municipal facilities during winter storms, it is not possible to maintain roads completely snow and ice-free during a storm. The Department usually begins snow removal operations upon snow accumulations of two to four inches. The Road Agent may, at his discretion based upon weather reports, initiate removal at a greater or lesser accumulation. Pre-treatment and ice control may occur prior, during, and following the storm. Road salt has a declining effect on melting snow and ice as road surface temperatures drop below 25 degrees, therefore it might not be applied until warmer temperatures are expected. Command: Direction of all winter maintenance activities for the Town of Lempster is vested with the Road Agent or his designee.