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61 results for “pavement”
Reference Measurements of Pavement Samples
<p>Data for MDPI Sensors article <em>Performance Assessment of Reference Modelling Methods for Defect Evaluation in Asphalt Concrete </em>(doi: <a href="https://doi.org/10.3390/s21248190">10.3390/s21248190</a>). Contains data related to Sections 2.3 and 3.1 of the paper. Data describe reference measurements of pavement samples.</p> <p>Data are registered point clouds in ASCII text XYZ format in an arbitrary coordinate system.</p>
Resilient and sustainable Permeable Pavements For urban Flood Mitigation
<p>Permeable pavements are more sustainable option towards climate change as they maintain the hydrological cycle. However, they suffer from problems such as lower strength and integrity. In this project, this issue is addressed in three main stages: a. development of high viscosity bitumen; b. evaluating different types of additives to be used in porous asphalt mixtures (surface course of permeable pavements); c. Development of a multi-criteria tool to implement the permeable pavement system using GIS software. </p>
Research data on pavement particle emissions for D6.5
<p>The levels of particles generated by the circulation of the carousel wheels on the different pavements were evaluated in two complementary ways: through mobile or static measurements.</p><p> </p><p>The static measurements correspond to the particles aspirated laterally from the wheels (at a height of 0.15 m and 1.0 ± 0.5 m from the central path of the tread) using an ELPI analyzer. This analyzer provides access to both ultrafine (number-weighted data) and micrometer (volume-weighted data) particle concentrations every second. The ELPI analyzer operates on the principle of electrical impaction. The aspirated particles are electrically charged, separated according to their aerodynamic diameters, and then their impact on the dedicated plates of the analyzer generates an electric current that, after amplification, allows them to be detected and classified by size (between 7 nm and 4 µm). The total volume-weighted concentrations were derived numerically from the number concentrations. Due to the turbulence induced by the passage of the wheels, it was assumed that the samples were relatively homogeneous.</p><p> </p><p>The mobile measurements were based on the use of a Promo 2000 particle analyzer (from PALAS). It is a white light optical analyzer that counts particles between 200 nm and 10 µm following light diffraction at 90°. The analyzer was mounted on one of the arms of the carousel in order to measure every second the level of particles generated behind the wheel (at a distance of 0.10 m from it and at a height of 0.10 m) during the passage of different sections. The aspiration speed was of the same order of magnitude as the air flow behind the wheel (< 20% of the rolling speed): about 6 km/h. A custom-made device was added to the system to mark the moment of passage of the instrumented arm at the beginning of the S1 pavement. It was used to locate the periods of circulation of this arm on the different sections (S1, S2, S3 and S4). </p><p> </p>
Research data on pavement particle retention for D6.5
<p>We tested the hypothesis that porous asphalt would be able to retain more dust (including microplastics) in its pore network than conventional dense asphalt. Hence, the collection of pore dust was done on the four sections of the carousel to compare among pavements and according to the number of cycles. This is because the different sections will experience the same weather conditions, such as precipitation, wind speeds or dust deposits.</p><p>Dust was collected each time the carousel stopped (at 0, 20,000, 50,000, 100,000, 200,000, 500,000, 750,000 and 1,000,000 cycles) using a specially designed vacuum cleaner. This equipment was used thanks to a collaboration with CSIC. Based on the laboratory results, this equipment is able to recover the particles not only on the surface but also those inside accessible pores. The area vacuumed per section was initially 30 x 5 cm2, then 30 x 15 cm2 to increase the sample size. Samples were collected both in the wheel track area and in an outer ring separated from the circulated zone. The samples are weighted and referenced to the sampling area.</p><p>Collected dust samples were stored in individual containers and sent to the laboratory of the UC to process them by thermogravimetric analysis (TGA) and SEM for their microplastics contents. </p>
Figure 2. Typical low rugosity algal-dominated pavement habitat. Image shows fixed transect 09, looking towards a 90 in Fishes of War in the Pacific National Historic Park
Figure 2. Typical low rugosity algal-dominated pavement habitat. Image shows fixed transect 09, looking towards a 90° heading from the start pin at the Agat Bay unit (NPS photo).
Data from: Of puzzles and pavements: a quantitative exploration of leaf epidermal cell shape
Epidermal cells of leaves are diverse: tabular pavement cells, trichomes, and stomatal complexes. Pavement cells from the monocot Zea mays (maize) and the eudicot Arabidopsis thaliana (Arabidopsis) have highly undulate anticlinal walls. The molecular basis for generating these undulating margins has been extensively investigated in these species. This has led to two assumptions: first, that particular plant lineages are characterized by particular pavement cell shapes; and second, that undulatory cell shapes are common enough to be model shapes. To test these assumptions, we quantified pavement cell shape in epidermides from the leaves of 278 vascular plant taxa. We found that monocot pavement cells tended to have weakly undulating margins, fern cells had strongly undulating margins, and eudicot cells showed no particular undulation degree. Cells with highly undulating margins, like those of Arabidopsis and maize, were in the minority. We also found a trend towards more undulating cell margins on abaxial leaf surfaces; and that highly elongated leaves in ferns, monocots and gymnosperms tended to have highly elongated cells. Our results reveal the diversity of pavement cell shapes, and lays the quantitative groundwork for testing hypotheses about pavement cell form and function within a phylogenetic context.
Old pavement | Negresti-Oaş Village Museum
Located in one of the most beautiful and rich village in Romania, at base of the mountains. Website link for tourism http://www.negresti-oas.ro/turism/muzeul-tarii-oasului/ Google Street View link https://goo.gl/maps/iH8wek2CbZ32 Source: Objaverse 1.0 / Sketchfab
Pavement of the ancient Roman Forum
The present piazza Municipio in Terracina (Italy) is the ancient Roman forum, and the Roman pavement of slabs of travertine with the inscription A. AEMILIUS A. F. in letters once filled in with bronze, is well preserved. The paving is supported by massive arched substructures, which extend under the surrounding houses. Medieval buildings Source: Objaverse 1.0 / Sketchfab
CoUDlabs_WP8_T812_IKT_001 Permeable pavement clogging assessment using sediments with different properties
<p>This dataset includes raw and processed data from a series of laboratory tests that were conducted to develop and assess new and existing methods for analysing pavement performance and to gain insights into how these systems operate during their lifetime. The test method and specification used are based on the standards set by the Deutsches Institut für Bautechnik (DIBt), the German Institute for Construction Engineering. The tests are focused on determining hydraulic permeability and material retention of a cobblestone pavement with permeable joints under different sources of contamination, such as plastic dust and particulate sediments with different granulometries. The work is part of a joint research line between IKT and UDC towards the development of standardised methods to assess the long-term behaviour of different permeable pavement types during their lifetime. Data may be used to increase knowledge on permeable pavement clogging, allowing for developing improved design and maintenance strategies to optimise the long-term performance of permeable pavements.</p><p>This dataset is a result from the Joint Research Activity 3 (WP8, Improving Resilience and Sustainability in Urban Drainage solutions), Task 8.1.2. (Development of Scalable Measurement Protocols to Assess the Pollutant Retention and Release potentials of Urban Drainage Structures) within Co-UDlabs project, funded under the European Union's Horizon 2020 research and innovation program under grant agreement No 101008626. </p>
Calçada / Stone pavement
Calçada regular, formada por lajes de media e grande dimensão, que define o percurso, de pendente suave, entre o Largo de São Teotónio e o Largo António José Pereira. O Arqueólogo João Inês Vaz sugeriu a possibilidade de se tratar de um troço de calçada romana. Regular stone pavement, formed by medium/large granite slabs, defining the slope path between Largo de São Teotónio and Largo António José Pereira. Archaeologist João Inês Vaz suggested it was a section of a Roman cobblestone . ÉPOCA/PERIOD Romano? Medieval/ Roman? Medieval LOCAL/LOCATION [Rua Trás do Colégio](http://u.osmfr.org/m/543623#19/40.65984/-7.91038) (Traseiras da Sé / behind the Cathedral, Viseu) MEDIDAS/MEASUREMENTS (m) 4 (width) 50 (length) BIBLIOGRAFIA/BIBLIOGRAPHY [VAZ, João Luís Inês (2009)](https://www.academia.edu/3617626/G%C3%A9nese_e_evolu%C3%A7%C3%A3o_de_um_espa%C3%A7o_urbano_) e [VAZ, João Inês; CARVALHO, Pedro Sobral de (2009)](https://www.academia.edu/4387799/Viseu_Constru%C3%A7%C3%A3o_de_um_espa%C3%A7o_urbano). Source: Objaverse 1.0 / Sketchfab
Expanding the Concept of Comprehensive Area Ratio Parameter to the South-Central States: Towards Simplifying the Structural Evaluation of Flexible Pavements at the Network Level
<p>The surface deflection bowl data collected through falling weight deflectometer (FWD) test is utilized by highway agencies in assessing the performance of the flexible pavement. However, a robust method to evaluate pavement sections utilizing FWD data from all the sensors is seldom developed. There is always a need for DOTs and highway agencies to have a simplified procedure, which can be directly implemented in agencies' databases. This study focuses on expanding and validating the concept of previously developed area ratio parameters towards the pavement section of South-Central States (Arkansas, Louisiana, New Mexico, Oklahoma, and Texas) in effectively analyzing the pavement performances. Simulation-based deflections are utilized to develop enhanced deflection-based parameters and to reduce the need for extensive FWD testing in the field. Ninety-seven pavement sections in these states are considered to implement and validate simplified procedures that will be readily available to various transportation agencies to evaluate their pavement conditions at the network level. Due to this purpose, a pavement ranking chart is proposed for the five South-Central states, which categorizes the pavement section into very good, good, fair, and poor pavement sections. Eventually, load-induced effects concerning developed parameters are effectively analyzed to predict the remaining service life of the flexible pavement structures. The developed methodologies will be helpful for DOTs and highway agencies to carry out the rehabilitation and maintenance work in time and estimate the budget required in these procedures.</p>
An Innovative Thermo-Energy Harvesting Module for Asphalt Roadway Pavement
<p>The importance of green technologies for generating renewable energy and sustainable development is widely accepted. Road surfaces are exposed to solar radiation that generates thermal gradients and heat flow in the pavement layers. The heat stored can be harvested providing an untapped source of renewable energy. This report presents the design, construction, and assessment of an improved thermoelectric energy prototype for harvesting heat energy from roadway pavements. To accomplish this, various prototype designs were simulated using Finite Element (FE) analysis, followed by design construction and laboratory testing of the most promising prototypes to evaluate their power harvesting capabilities. The main design components of these prototypes are a heat collector/transfer plate, thermoelectric generators (TEG), and a cooling module consisting of a heat sink, phase change material, and an insulation box. The results suggest a direct relationship between thermal gradients and power generation and point out the importance of the cooling module in maintaining the efficiency of the harvester. An optimum harvester design would generate an average power output of 29 mWatt or 835 J over 8 hours per day in South Texas. Extrapolating this output for an installation that covers a length of 1 kilometer of a roadway could produce an average of 23.2 kWh/day, which appears to be a promising independent source of power for roadside signage and sensors.</p>
Maintenance and Restriping Strategies for Pavement Markings on Asphalt Pavements in Louisiana
<p>In Louisiana, most districts restripe their roadways using waterborne paints every other year; this strategy is questionable in terms of efficiency and economy. Meanwhile, previous studies showed substantial variability in the paint service life throughout the United States ranging between 0.25 and 6.2 years. Shortcomings in modeling the retroreflectivity of waterborne paints appear to significantly contribute to these variations as several studies predicted these values using degradation curves with a coefficient of determination (R2) as low as 0.1. Therefore, the objective of this study was to (i) develop new cost-effective restriping strategies using 4-inch (15-mil thickness) and 6-inch (25-mil thickness) wide waterborne paints when applied on asphalt pavements in hot and humid climates, and (ii) employ an advanced machinelearning algorithm to develop performance prediction models for waterborne paints considering the variables that are believed to affect their performance. To achieve these objectives, National Transportation Product Evaluation Program (NTPEP) data were collected and analyzed to evaluate the field performance of waterborne paints commonly used in Southern United States. Results indicated that 4-inch wide standard paints exhibited service life up to four years depending on the line color, traffic and initial retroreflectivity, while 4-inch wide high-build paints had a service life of at least three years. Based on a life-cycle cost analysis, it was concluded that LaDOTD could restripe their district roads every three years instead of the current two-year period using the same product (4-inch or 6-inch wide) saving about $20 or $2 million, respectively, every year when restriping a 5,000-mile network. Additionally two machine-learning models were developed with an acceptable level of accuracy, and that can predict the skip and wheel retroreflectivity of waterborne paints for up to three years using only the initial measured retroreflectivity and the anticipated project conditions over the intended prediction horizon, such as line color, traffic, air temperature, etc. These models could be used by transportation agencies throughout the United States to (1) compare between different products and select the best product for a specific project, and (2) determine the expected service life of a specific product based on a specified threshold retroreflectivity to plan for future restriping activities.</p>
Malham Cove Limestone Pavement
A photoscan of part of the Limestone Pavement on top of Malham Cove, North Yorkshire, UK Source: Objaverse 1.0 / Sketchfab
Cattle Trough Clapham The Pavement
A London Metropolitan Drinking Fountain Association cattle trough on the middle of the junction of The Pavement and Clapham Common South Side, London. 398 photos taken in May 2021 with a Sony a6000 and processed in Reality Capture. Source: Objaverse 1.0 / Sketchfab
Dataset for: Asphalt pavement fatigue crack severity classification by infrared thermography and deep learning
<p>This is the dataset for the following paper: </p> <p>Fangyu Liu, Jian Liu, and Linbing Wang. "Asphalt pavement fatigue crack severity classification by infrared thermography and deep learning." Automation in Construction 143 (2022): 104575. https://doi.org/10.1016/j.autcon.2022.104575.</p> <p>Data component:</p> <ul> <li>01-Visible images: this folder includes fully visible images</li> <li>02-Infrared images: this folder includes fully infrared images</li> <li>03-Fusion(50IRT) images: this folder includes fusion images (50% infrared + 50% visible)</li> <li>04-Ground truth: this folder includes ground truth (txt files): <ul> <li>00-Label_meaning.txt: the meaning of label number</li> <li>01-All_label.txt: Image, label (severity level)</li> <li>02-Train_label.txt: the training set: Image, Label (severity level)</li> <li>02-Test_label.txt: the test set: Image, Label (severity level)</li> </ul> </li> </ul>
Dataset for: Asphalt pavement crack detection based on convolutional neural network and infrared thermography
<p>This is the dataset for the following paper: </p> <p>Fangyu Liu, Jian Liu, and Linbing Wang. "Asphalt pavement crack detection based on convolutional neural network and infrared thermography." IEEE Transactions on Intelligent Transportation Systems 23, no. 11 (2022): 22145-22155. https://doi.org/10.1109/TITS.2022.3142393. </p> <p>Data component:</p> <ul> <li>01-Visible images: this folder includes fully visible images</li> <li>02-Infrared images: this folder includes fully infrared images</li> <li>03-Fusion(50IRT) images: this folder includes fusion images (50% infrared + 50% visible)</li> <li>04-Ground truth: this folder includes ground truth (binary images)</li> </ul>
Dataset for: Deep learning and infrared thermography for asphalt pavement crack severity classification
<p>This is the dataset for the following paper: </p> <p>Fangyu Liu, Jian Liu, and Linbing Wang. "Deep learning and infrared thermography for asphalt pavement crack severity classification." Automation in Construction 140 (2022): 104383. https://doi.org/10.1016/j.autcon.2022.104383. </p> <p>Data component:</p> <ul> <li>01-Visible images: this folder includes fully visible images</li> <li>02-Infrared images: this folder includes fully infrared images</li> <li>03-Fusion(50IRT) images: this folder includes fusion images (50% infrared + 50% visible)</li> <li>04-Ground truth: this folder includes ground truth (txt files): <ul> <li>00-Label_meaning.txt: the meaning of label number</li> <li>01-All_label.txt: Image, label (severity level)</li> <li>02-Train_label.txt: the training set: Image, Label (severity level)</li> <li>02-Test_label.txt: the test set: Image, Label (severity level)</li> </ul> </li> </ul>
Dataset for: Multiple-type distress detection in asphalt concrete pavement using infrared thermography and deep learning
<p>This is the dataset for the following paper: </p> <p>Fangyu Liu, Jian Liu, Linbing Wang, and Imad L. Al-Qadi. "Multiple-type distress detection in asphalt concrete pavement using infrared thermography and deep learning." Automation in Construction 161 (2024): 105355. https://doi.org/10.1016/j.autcon.2024.105355.</p> <p>Data component:</p> <ul> <li>01-Visible images: this folder includes fully visible images</li> <li>02-Infrared images: this folder includes fully infrared images</li> <li>03-Fusion(25IRT) images: this folder includes fusion images (25% infrared + 75% visible)</li> <li>04-Fusion(50IRT) images: this folder includes fusion images (50% infrared + 50% visible)</li> <li>05-Fusion(75IRT) images: this folder includes fusion images (75% infrared + 25% visible)</li> <li>06-Annotations: this folder includes annotations (xml files) based on PASCAL VOC (PASCAL Visual Object Classes Challenge) styles.</li> </ul>
Evaluation of Comparative Damaging Effects of Multiple Truck Axles for Flexible Pavements
<p>Corresponding data set for Tran-SET Project No. 17PUTA01. Abstract of the final report is stated below for reference:</p> <p>"This study aims at evaluating the effect of overlapping flexible pavement strain responses from truck axles that are not part of multiple axle configurations (i.e., tandem, triple and quad). For this purpose, a newly constructed pavement was instrumented with strain gauges installed at the bottom of the asphalt concrete base layer on US-287 south of Mansfield, TX. This pavement structure is typically used for medium- to high-volume roads in the South-Central region of the United States. The strain gauges were used to measure longitudinal and transverse strains under several passes of a test vehicle. This was a class 6 truck with a steering axle load of 56.9 kN (12.8 kips) and a tandem drive axle load of 161.9 kN (36.4 kips). The speed and the lateral position of the vehicle were recorded for each test vehicle pass. Sufficient quantities of the top two layers of asphalt concrete were obtained during construction to allow dynamic modulus testing in the laboratory. The general-purpose finite element program Abaqus was used to model the instrumented pavement section and compute the longitudinal and transverse strains at the location of the strain gauges. In the analysis, the asphalt concrete layers were modeled as visco-elastic materials. The Abaqus estimated strains were found in good agreement with the measured strains. Both the field measurements and the finite element analysis showed that the strains under the passing of the steering axle were of similar magnitude as the strains under the passing of the rear tandem axle. The measured transverse strains were in general slightly larger than the corresponding longitudinal strains. This can be attributed to the accumulation of strain from the front axle and the rear axle that takes place only in the transverse direction. However, the finite element model computed higher strains in the longitudinal direction than in the transverse direction. These findings suggest the need to account for the overlap in strain responses from the steering and the following axles of trucks. Furthermore, findings suggest that both the longitudinal and the transverse strain responses need to be considered in evaluating the fatigue damage impacted from trucks."</p>
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