With regard to limits in budget, inevitably, one must choose prioritized projects in pavements rehabilitation and maintenance process. This paper looks into prioritization based upon a model including all effects of important factors like pavement condition index, traffic volume, road width as well as rehabilitation and maintenance cost. Since defining a model that introduces all those factors was difficult, a more advanced modeling named fuzzy logic was referred for the problem of prioritization. Although analytical hierarchy process can be used for decision making process as well, fuzzy modeling lets one have more precise choices for the outcome. Finally with the help of MATLAB software and coded M-files, inference engines such as Product engine, Dienes-Rescher and Lukasiewicz were all tested and the logical favorite separation for this application was found in product inference engine. As a case study some streets located in district No. 6 of Tehran municipality were selected and the favorite mathematical model was executed on those streets. This model was used for prioritizing these 131 sections.

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The effective tire-pavement contact area affects the relative damage of asphalt pavement and should be incorporated in both mechanistic and empirical response analyses of pavements. A new machine called ROTOCOM Wheel Tracker (RCWT) was designed and fabricated to capture the effective tire contact area apart from slab compacting, and conducting simulative laboratory wheel tracking tests. The main focus of this paper is laboratory measurement of effective tire contact areas for various tread patterns. Seven tire treads were selected for the footprint image analyses at five tire loads and four tire inflation pressures. An image processing MATLAB-based program was coded to calculate the contact areas of the 280 imprints obtained from both sides of the RCWT. Factorial analysis indicated significant effects of tire tread, tire load, and inflation pressure on the resulting contact area. Comparison between effective and traditional contact areas indicated that the current pavement design procedure with traditional circular contact area extremely overestimates the actual tirepavement contact area up to 92%.

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