Classification of Emulsified Recycling Agents

On January 13, 1989, the Federal Highway Administration (FHWA) published its Pavement Policy. One of the most important parts of that policy is a mandate that every State develop and implement a Pavement Management System (PMS) within 4 years after that publishing date. All States have been attempting to meet that deadline and FHWA has been monitoring their progress. To provide guidance on the Policy, FHWA followed with an FHPM (6-2-4-1) in which the major elements that need to be included for a system to be judged acceptable were explained. The figures chosen depict the progress being made by number of States in each of the major elements of a PMS. The comments on each give one a feel for what FHWA thinks is needed in a PMS to meet minimum criteria for acceptability.

Characterization of Reclaimed Asphalt Pavement (RAP) for Use in Bituminous Road Construction

The construction of conventional hot mix asphalt (HMA) pavements results in a number of economic and environmental issues, such as the cost of new overlays and associated impacts on natural resources. Although the cold recycling with an emulsified asphalt-recycling agent holds certain benefits over the HMA, its implementation on different road types, ranging from farm-to-market roads to expressways, is yet contentious due to the need for sophisticated equipment and trained workforce. The present research developed a methodology to evaluate all the three dimensions of sustainability, including economic (construction cost), environmental (natural resource depletion), and social (need for advanced equipment and skilled labor) of various scenarios of RAP and conventional asphalt pavements. The present study evaluated an equivalent thickness of the Cold In-place Recycling (CIR) pavement, which behaves similar to HMA pavement under the influence of different traffic loads. Fifty CIR and HMA scenarios for different traffic volumes and pavement layers thicknesses were developed. Finally, the sustainability of all the scenarios was evaluated for traffic designation in Saudi Arabia using fuzzy-based multicriteria analysis. Ranking of scenarios found CIR as a more sustainable overlay option for the feeders, collectors, main urban streets, expressways, and heavily trafficked highways in industrial areas where ESALs (Equivalent Single Axle Loads) range between 2,000,000 and >31,000,000. Considering the limited availability of advanced equipment and skilled labor for CIR pavements, HMA was found be a more sustainable option for farm-to-market roads with the “very light” traffic class. The methodology will help the pavement managers in decision making regarding the selection of sustainable pavement technologies for different road types in Saudi Arabia and the rest of the world.

During the early 1980's, the Transportation Research Board (TRB) of the National Research Coimcil, under the sponsorship ofthe Federal Highway Administration (FHWA) and with the cooperation ofthe American Association of State Highway and Transportation Officials (AASHTO) undertook a thorough study of the deterioration of the nation's highway and bridge infrastructure system. The study recommended that a Strategic Highway Research Program (SHRP) be initiated to focus research and development activities that would make major contributions to improving highway transportation. The study report published as TRB Special Report 202 during 1984, emphasized six research areas, with the Long Term Pavement Perfonnance (LTPP) program as one ofthe key research areas. During 1985 and 1986, the detailed research programs were developed for SRRP by independent contractors. The detailed programs were published in May 1986 as a TRB Report entitled, "Strategic Highway Research Program - ResearchPlans." The Long Term Pavement Performance was envisioned as a comprehensive program to satisfy "the total range of pavement information needs." It draws on "technical knowledge ofpavements presently available and seeks to develop models that will better explain how pavements perform. It also seeks to gain knowledge of the specific effects on pavement performance of various design features, traffic and environment, use of various materials, construction quality, and maintenance practices." As sufficient data becomes available with time, analysis will be conducted by various agencies to provide better performance prediction models for use in design and pavement management, to provide much better understanding of the effects of many variables on pavement performance, and to provide new techniques for pavement design and construction. This paper focuses on one phase of the program -pavement instrumentation. Prior to limiting the focus, a brief overview ofthe overall LTPP program is presented

Bridge foundations must be designed based on acceptable risks of failure. To secure rapid implementation of Load Resistance Factor Design (LRFD) principles for foundation design, the American Association of State Highway and Transportation Officials (AASHTO) and the Federal Highway Administration (FHWA) are requiring their use through AASHTO code. The Bridge Section of the Oregon Department of Transportation (ODOT) has responsibility for satisfactory design of all the bridge structures across the state’s highway system. The widespread geotechnical adoption of the LRFD code throughout state DOTs has been difficult in the case of deep foundations due to regional differences and in some cases a lack of any close match to DOT foundation practices. This lack of matching stems from the source research conducted on which the code is based, documented as NCHRP 507. For ODOT, the evaluation of nominal axial static capacity for each driven pile in the field is conducted by dynamic methods and AASHTO offers resistance factors for these techniques. ODOT typically uses the wave equation software (WEAP) applied at the end of initial driving, EOID, and occasionally at the beginning of pile restrike (BOR) to capture increases in capacity from set-up. This study reports that, based on past and new surveys, ODOT practice is reasonably typical for DOT practice in sands, silts, and clays. The AASHTO resistance factor, φ, for WEAP is at EOID and is too low for the efficient design of piles to match the likely probabilities of pile failure. The survey of Northwest state DOTs revealed that 80% of the DOTs believe that a φ of 0.4 is conservative and 37.5 % do not use the AASHTO-sanctioned φ of 0.4. Matching LRFD to allowable stress design (ASD) by direct calibration for a single pile, without any reported capacity bias, sets φ as 0.55 to match the ASD factor of safety of 2.5. An ODOT case history of a recently completed pilesupported bridge designed and constructed to FHWA and AASHTO ASD standards in use at that time, shows the number of piles at the bent studied would be doubled under new AASHTO requirements. This suggests the standard will add considerable pile foundation costs to all new bridges. This cost increase is a strong incentive to complete statistical recalibration of GRLWEAP dynamic capacity resistance value in a Phase 2 of this study.

The green and low-carbon concept has significantly influenced various industries, including asphalt pavement construction. Cold recycling technology offers notable advantages in reducing carbon emissions during pavement construction. However, traditional cold recycling methods often fail to utilise aged asphalt. They rely heavily on emulsion or foamed asphalt binders, which contradicts the low-carbon principle. Additionally, performance limitations of existing binders prevent these technologies from adequately addressing the deficiencies of RAP. This study introduces a novel approach to cold-recycled asphalt mixtures using cost-effective waterborne epoxy resin to mitigate RAP performance deficiencies. Two diffusion components were incorporated to enhance the utilisation of aged asphalt and improve the overall performance of cold-recycled mixtures. A design method for waterborne epoxy cold recycling asphalt mixtures (WECRM) and suitable evaluation methods for road performance were developed. The results demonstrate that WECRM exhibits excellent high-temperature performance. The inclusion of diffusion components significantly improves low-temperature properties and reduces moisture sensitivity. With a modulus ranging from 12,000 to 13,000 MPa, WECRM is ideal for surface layer applications. Furthermore, the analysis highlights its suitability for lower pavement layers to resist rutting, enabling high-value applications of cold recycling technology while maintaining cost efficiency.

State highway agencies (SHAs) are required by Federal Highway Administration (FHWA) to develop Transportation Asset Management Plans (TAMP) in which the performance targets for roadway assets are determined. FHWA also developed national performance metrics to use in determining performance targets for pavements. However, for pavement assets, most SHAs employ their own performance metrics for pavement condition data reporting and performing maintenance and rehabilitation (M&R) analysis. Therefore, there is a need to incorporate national performance measures into SHAs’ pavement management system to support the development of TAMP. In this study, new pavement performance metrics were proposed to assist SHAs in conducting M&R analysis. The relationships between the new metrics and existing pavement metrics used in the State of Tennessee were investigated. Comparison between the new metrics and the State’s metrics was made with reference to network-level condition summary and performance prediction models. Results indicated that the new performance metrics appeared to be stable and less sensitive to sectioning method. Similar time-series patterns of network-level performance deterioration were found between the State’s metrics and the new metrics. It is recommended that performance models be established based on the new metrics, as the deterioration rates from the two metrics were not well correlated.

There are approximately 4 million miles of roads and 600,000 bridges in the United States and these transportation assets support almost 3,000,000 million vehicle miles of travel each year. Road and bridge repair, maintenance, rehabilitation and replacement are significant users of engineered materials and energy to support the transportation of goods and people. In 2004, approximately $35 billion was spent on maintenance and services. At the same time, the population is rarely conscious of the environmental issues in the maintenance and management of pavements and bridges. For decades, bridges were painted with lead-based paint; lanes were closed on urban freeways at rush hour to do repairs causing massive delays, consuming excess energy and creating air pollution; and large quantities of energy in mining, processing, and hauling raw materials that were to be engineered into a composite material. Fundamentally, maintenance, rehabilitation and reconstruction is a noisy disruptive process. As roads get more congested, more delays are caused; more energy is consumed and more pollutants are being emitted because of stop-and-go-traffic due to work zones.

Pavement management data used in measuring the performance of a pavement network contribute to managing maintenance and rehabilitation needs and determining the required funding levels. A network’s performance can be measured in several ways. The method adopted by the Virginia Department of Transportation has been in use for more than 15 years. With the introduction of Transportation Performance Management by the Federal Highway Administration (FHWA), a set of performance measures required by FHWA are to be reported. A few methods from earlier efforts by others in predicting one or more pavement performance parameters are briefly discussed. The main challenges in the determination of federal performance measures are the lack of prediction models for those measures; the reporting on 1/10th-mi sections that are not directly used in analysis and maintenance planning; and the determination of funding levels based on 1/10th-mi sections. In this paper, a new method to predict the federal performance measures of pavement networks from the state performance measures is provided, along with the mathematical models developed.

The purpose of this study was to review existing principles of oro-facial pain classifications and to specify design recommendations for a new system that would reflect recent insights in biomedical classification systems, terminologies and ontologies. The study was initiated by a symposium organised by the International RDC/TMD Consortium Network in March 2013, to which the present authors contributed. The following areas are addressed: problems with current classification approaches, status of the ontological basis of pain disorders, insufficient diagnostic aids and biomarkers for pain disorders, exploratory nature of current pain terminology and classification systems, and problems with prevailing classification methods from an ontological perspective. Four recommendations for addressing these problems are as follows: (i) develop a hypothesis-driven classification structure built on principles that ensure to our best understanding an accurate description of the relations among all entities involved in oro-facial pain disorders; (ii) take into account the physiology and phenomenology of oro-facial pain disorders to adequately represent both domains including psychosocial entities in a classification system; (iii) plan at the beginning for field-testing at strategic development stages; and (iv) consider how the classification system will be implemented. Implications in relation to the specific domains of psychosocial factors and biomarkers for inclusion into an oro-facial pain classification system are described in two separate papers.

In article questions of selection of mint – a valuable aromatic plant in our country are considered. Using wild-growing types of mints as donors of the economic and useful signs and also various methods of selection – clonal selection, hybridization, a mutagenesis by selectors are created the high-yield, steady against biotic and abiotic factors of the external environment, adapted to cultivation to concrete soil climatic conditions grades of mint of different purpose. Their comparative sortoispytaniye in the conditions of the Nonchernozem zone of the Russian Federation showed that on set of economic and valuable signs Medichka grades, Lekarstvennaya 4, Yantarnaya and Aromatnaya, possessing a good bouquet and aroma of an essential oil which are the most perspective for cultivation on a mint leaf, whereas grades the Moskvichka and Kubanskaya 6 with the increased content of menthol in oil more are suitable for production of an essential oil and mentholum were allocated. The profitability level of peppermint production due to the peculiarities of the varieties, their yield, resistance to abiotic and biotic factors, and the high costs of manual labor during planting, depends on the region of cultivation. In most cases, this is due to the shortcomings of the existing assortment of this crop in a given zone. A set of varieties is needed that can use the favorable environmental factors (natural and anthropogenic) with the greatest efficiency and stand against stress factors simultaneously. The further selection work with mint directed to increase in content biologically of the active materials in a feed stock, has to be conducted with use of methods of genomic selection.

A comprehensive review on the plant-mixed cold recycling technology of emulsified asphalt: Raw materials and factors affecting performances

A literature review on cold recycling technology of asphalt pavement

Tracking Diabetes Therapy Into The 21st Century

The increasing demand for critical raw materials (CRMs) driven by the green and digital transitions calls for the implementation of a robust resource management framework across Europe. Similarly to other EU Member States, Italy faces challenges in managing the inventory of its mineral resources, stemming mainly from in-homogeneous and discontinued data collection, in the absence of a specific classification and reporting system adopted at national level. The implementation of a coherent and centralized data collection and classification system could help improve the currently fragmented regional reporting practices, in turn supporting Italy to contribute to the objectives of the EU Critical Raw Materials Act (CRMA). Resource classification is important to resource management, serving as one of the foundations for collecting, analyzing, and communicating data on resources, presenting data into information for decision-making and policy formulation. The United Nations Framework Classifications for Resources (UNFC) offers a standardized approach that bridges current gaps in classification, and reporting practices. This paper pursues the objectives of assessing the applicability of UNFC in Italy using publicly available data. Besides demonstrating the applicability of UNFC in Italy, the findings support a shift towards standardized, policy-relevant resource classification for a sustainable and transparent resource management system, by classifying the raw materials projects in UNFC, and furthermore the development of a UNFC-based Italian national raw materials inventory.