The front axle loads of all observed samples were found within the maximum permissible load limit i.e. The study has unveiled that freight vehicle loading spectrum significantly vary according to the number of axles and wheel configuration. ESAL shall be properly taken into consideration during the design of the new pavement as well as strengthening of existing. These loading patterns have been considered in terms of equivalent standard axle load (ESAL). The loading pattern for each vehicle type was categorized into the three types as fully loaded, partially loaded and empty. The quantitative analysis technique for identifying the axle load impacts on the pavement structure at Belhiya-Butwal Road Section has been adopted in this study. This study is aimed at the determination of impact of axle load intensity to the pavement structure which is related to its service life and cost of its strengthening. It has been understood that major cause of pavement failure is due to the vehicle overload. Previous studies on the axle load survey had unveiled that significant proportion of freight vehicles are found beyond the permissible axle loads. Similarly, the proportion of freight traffic is also in the growing trend. The traffic volume along major Highways is rapidly increasing due to the increase in economic growth in Nepal. Overall, this research increases the knowledge on the environmental performance of CTB layers containing high percentages of recycled materials and produced using alternative construction methods. Further, the results of a real case study show, regardless of the CTB composition, that mixed-in-place production substantially reduces the environmental impacts compared to central-plant-mixed production. The uncertainty analysis shows that including RAP in the mixture leads to greater spread in the LCA results. The analysis shows that having higher percentages of cement in the CTB mixture allows a thinner base-course layer, thereby compensating for the increased environmental burdens related to the production of cement and transport. 4.4 2015 impact assessment method at midpoint level. The characterisation modelling to quantify the potential environmental impacts of each pavement structure was carried out using the CML v. A cradle-to-gate system boundary was adopted. The functional unit (FU) consisted of a road pavement structure corresponding to a 1 km stretch of 22 m wide major urban road including a CTB layer that would enable a specified volume of traffic to drive safely over a 20-year lifespan. The environmental sustainability assessment used the Life Cycle Assessment (LCA) methodology combined with uncertainty analysis. The thickness of the pavement layers required for a given purpose was calculated for each CTB mixture using a pavement design tool (KENPAVE®) and data obtained from laboratory tests (both primary and secondary data). This paper presents a comparative assessment of the environmental performance of sixteen CTB mixtures, with and without RAP, with different cement percentages, different production methods and different recycling procedures. Despite the considerable use of CTB in road pavements, there is only limited information regarding its environmental performance, especially when RAP is added. This layer can be used in either flexible or rigid pavements, and the range of possible materials used in CTB has been recently expanded to include Reclaimed Asphalt Pavement (RAP). Cement Treated Base (CTB) is a mixture of aggregates, Portland cement and water that hardens through curing to create a strong and durable material that is widely used as a base course in road pavement construction.
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |