Impact of New Generation Wide-Base Tires on Fuel Consumption

Said, Izak M.; Okte, Egemen; Hernandez, Jaime A.; Al‐Qadi, Imad L.

doi:10.1061/jpeodx.0000266

Cited by 3 publications

(3 citation statements)

References 16 publications

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“…This is mainly caused by the high compression and confinement under the tire-pavement contact area. This represents a step forward in better illustrating the vertical shear strain when confined stress is applied compared with earlier work by the Illinois Center for Transportation without confinement (20,21).…”

Section: Effects Of Confinement On Stress and Strain Statesmentioning

confidence: 95%

Impact of Dynamic Loading on Confined Asphalt Concrete Surface

Said

Al-Qadi

Özer

et al. 2022

Transportation Research Record: Journal of the Transportation R

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The behavior of asphalt concrete (AC) is highly dependent on the temperature and frequency of loading. Traditionally, the modulus of AC materials is characterized by performing creep recovery or complex modulus tests without considering the impact of the lateral confinement level. Because traffic-induced loading generates a multi-axial stress state within the pavement structure, quantifying the effect of the lateral confinement on the global AC behavior becomes a necessity. Studies have shown that the responses of dense-graded AC mixtures are highly dependent on confinement levels, especially at low frequencies and high temperatures. In this study, a constitutive model was developed for confinement-dependent linear viscoelastic (LVE) behavior. The model was then incorporated into finite element pavement models using a user material subroutine. The numerical pavement models were used to quantify the impact of lateral confinement on pavement critical responses under various temperature profiles and tire loadings. Multiple loading levels were selected to consider the effect of road roughness on tire loading amplification. Results show that the effect of confinement depends on the relative position of the moving load. Vertical strains under the tire are significantly reduced by confinement. Finally, the maximum percentage decreases in the compressive and vertical shear strains from incorporating the confinement-dependent LVE model were found to be 31% and 17.5%, respectively, for the highest load–temperature combination.

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Section: Effects Of Confinement On Stress and Strain Statesmentioning

confidence: 95%

Impact of Dynamic Loading on Confined Asphalt Concrete Surface

Said

Al-Qadi

Özer

et al. 2022

Transportation Research Record: Journal of the Transportation R

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“…The tool implements all life stages of a pavement project from cradle to grave, and the system boundary is identical to the system boundary provided in Figure 1. In addition, the LCA/LCCA tool has also been documented and successfully used in other studies ( 11 , 21 , 23–25 ). The upstream data sets used in the LCA utilize commercial life-cycle inventory (LCI) databases in SimaPro, a commercial LCA database.…”

Section: Lca and Lcca Calculationsmentioning

confidence: 99%

Environmental and Economic Efficiency of Stone-Matrix Asphalt with Surface Micro-Milling

Al-Qadi

Jayme

Okte

2023

Transportation Research Record: Journal of the Transportation R

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The Georgia Department of Transportation (GDOT) has employed a combination of open-graded friction course (OGFC) and stone-matrix asphalt (SMA) layers on its Interstate highways for more than two decades. Given that the SMA layer was structurally intact, GDOT implemented micro-milling to solely remove the OGFC layer. Four conventional resurfacing cycles were considered to compare the environmental and economic impacts for a section of Interstate 95 using life-cycle assessment and life-cycle cost analysis, assuming 8-, 10-, 12-, and 14-year resurfacing intervals of asphalt concrete (AC) resurfacing. Within the pavement life cycle, the maintenance and rehabilitation (M&R), and the use stages were significantly influenced by the change of scenarios. The M&R stage revealed a twofold cost increase for the full-depth AC, as compared with SMA, over the pavement life, because of the latter’s relative improved structural performance and a delay in future rehabilitation. Furthermore, in the use stage, M&R affected the agency costs significantly, whereas the work-zone delay governed the user cost. The holistic evaluation of the SMA and micro-milling combination revealed positive outcomes in field performance, along with environmental and economic impacts. However, it is worth noting that the scenarios presented follow GDOT’s approach with a long-standing use of SMA and micro-milling. Given the extensive experience with the aforementioned combination, it was evident that the method provided significant benefits, especially in the long-term outlook, and may be applicable for locations that have conditions analogous to GDOT’s.

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“…It is believed that this effect represents 85%-90% (6) or 80%-95% (7) of total RR. As optimizing tire design and reducing RR (specifically for heavy vehicle tires) represents a competitive advantage for tire manufacturers and heavy vehicle operators, this topic is already widely investigated in the scientific literature and in the industry (8)(9)(10)(11)(12)(13)(14)(15)(16). A less known aspect of the question concerns the influence of pavement properties on the RR of heavy vehicles.…”

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confidence: 99%

Effects of Pavement Characteristics on Rolling Resistance of Heavy Vehicles: A Literature Review

Levesque

Bégin‐Drolet

Lépine

2023

Transportation Research Record: Journal of the Transportation R

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The effects of pavement characteristics on rolling resistance of heavy vehicles have gained more interest in recent years. Rolling resistance is the result of the combination of independent (but sometimes correlated) physical phenomena that dissipate energy, which can be regrouped under three different main themes. Road roughness (wavelengths between 0.5 and 50 m) causes movements in vehicle suspensions, which dissipate energy. Pavement macrotexture (wavelengths between 0.5 and 50 mm) creates additional viscoelastic deformations on tire treads. The viscoelastic behavior of the flexible pavement structure, which is referred to as structure-induced rolling resistance, is responsible for a perpetual upward slope perceived by heavy vehicle tires. Secondary aspects can also affect rolling resistance, such as road wetness and snow. This paper addresses each of these three main phenomena from three angles of analysis: (1) theoretical modeling, (2) laboratory experiments, and (3) in situ measurements. The literature on road roughness and structure-induced rolling resistance modeling is extensive compared to macrotexture-effect modeling, as the underlying physical mechanisms are still not well understood. There is, however, strong experimental evidence that the pavement macrotexture can significantly affect rolling resistance, but these studies are mostly related to cars. There are many in situ approaches, but the results are usually based on an indirect method and the different studies are difficult to compare and sometimes inconsistent. It appears that the bottleneck of scientific research on this topic is the fundamental inability to measure the rolling resistance of heavy vehicles with a direct in situ approach under real driving conditions.

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Impact of New Generation Wide-Base Tires on Fuel Consumption

Cited by 3 publications

References 16 publications

Impact of Dynamic Loading on Confined Asphalt Concrete Surface

Impact of Dynamic Loading on Confined Asphalt Concrete Surface

Environmental and Economic Efficiency of Stone-Matrix Asphalt with Surface Micro-Milling

Effects of Pavement Characteristics on Rolling Resistance of Heavy Vehicles: A Literature Review

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