Upgrading the Asphaltic Concrete Specification of the New Jersey Department of Transportation

1998 ◽  
Vol 1616 (1) ◽  
pp. 1-5 ◽  
Author(s):  
Frank Palise ◽  
Brian J. Strizki ◽  
Richard M. Weed
Keyword(s):  
New Jersey ◽  
Construction Industry ◽  
Task Force ◽  
Quality Level ◽  
Asphaltic Concrete ◽  
Department Of Transportation ◽  
Extensive Experience ◽  
Sample Mean ◽  
Air Voids ◽  
Acceptable Quality Level

An earlier upgrading of New Jersey’s specification for in-place air voids in asphaltic concrete pavement was made to strengthen the acceptance procedure and incorporate several advances in specification-writing technology. Modifications included changing to percent defective as the quality measure, switching to an equation-type pay schedule, adding a bonus provision for superior work, and including a remove-and-replace clause for seriously defective work. Changing from an acceptance procedure based on the sample mean to one based on percent defective essentially redefined the acceptable quality level from a percent defective value of 50 to a considerably more demanding value of 10. To allow the construction industry a chance to become familiar with this new requirement, a relaxed form of the pay schedule was initially adopted. Industry has subsequently had extensive experience with the new specification and the New Jersey Department of Transportation is now preparing to modify the specification further to provide an even stronger incentive to produce high-quality pavement. The modifications were developed by a joint task force representing the construction industry and the New Jersey Department of Transportation and include increasing the bonus provision, retaining the present pay schedule for quality that is only marginally deficient, changing to a more steeply descending pay schedule for seriously defective quality, and adding a more elaborate retest procedure to ensure that substantial pay reductions, when they occur, are truly warranted. In addition to controlling air voids, the new acceptance procedure also combines requirements for thickness and smoothness into a single composite pay equation. Operating characteristic curves are presented to demonstrate the capability of the new procedure.

Analysis of Overweight Truck Permit Policy in New Jersey

2021 ◽  
pp. 036119812110266
Author(s):  
Sami Demiroluk ◽  
Hani Nassif ◽  
Kaan Ozbay ◽  
Chaekuk Na
Keyword(s):  
New Jersey ◽  
Environmental Conditions ◽  
Decision Makers ◽  
Actual Cost ◽  
Department Of Transportation ◽  
Heavy Weight ◽  
Vehicle Route ◽  
Heavy Trucks ◽  
Maintenance And Rehabilitation ◽  
The Cost

The roadway infrastructure constantly deteriorates because of environmental conditions, but other factors such as exposure to heavy trucks exacerbates the rate of deterioration. Therefore, decision-makers are constantly searching for ways to optimize allocation of the limited funds for repair, maintenance, and rehabilitation of New Jersey’s infrastructure. New Jersey legislation requires operators of overweight (OW) trucks to obtain a permit to use the infrastructure. The New Jersey Department of Transportation (NJDOT) issues a variety of permits based on the types of goods carried. These permits allow OW trucks to use the infrastructure either for a single trip or for multiple trips. Therefore, one major concern is whether the permit revenue of the agency can recoup the actual cost of damage to the infrastructure caused by these OW trucks. This study investigates whether NJDOT’s current permit fee program can collect enough revenue to meet the actual cost of damage to the infrastructure caused by these heavy-weight permit trucks. The infrastructure damage is estimated by using pavement and bridge deterioration models and New Jersey permit data from 2013 to 2018 containing vehicle configuration and vehicle route. The analysis indicates that although the cost of infrastructure damage can be recovered for certain permit types, there is room for improvement in the permit program. Moreover, based on permit rules in other states, the overall rank of the New Jersey permit program is evaluated and possible revisions are recommended for future permit policies.

Non-Destructive Identification of Defects in Power Support Structure Foundations by Means of Acoustic Techniques

2014 ◽  
Vol 606 ◽  
pp. 95-98
Author(s):  
Lukasz Sadowski
Keyword(s):  
Construction Industry ◽  
Support Structure ◽  
Air Voids ◽  
Impact Echo ◽  
Acoustic Techniques ◽  
Location Depth ◽  
Concrete Elements ◽  
Non Destructive ◽  
Made In

Prefabricated power support structure foundations are made in prefabrication plants where concrete is laid in layers in moulds. The quality of the prefabricated units depends mainly on proper concrete mixture compaction, which is usually effected by means of immersion vibrators. It happens that when the vibrator is withdrawn too quickly, defects, in the form of, e.g., air voids and zones of insufficiently vibrated concrete, appear. Modern non-destructive acoustic techniques, which in recent years have been increasingly commonly used in the construction industry, are highly suitable for testing concrete elements, particularly prefabricated concrete units. The non-destructive impact-echo technique is particularly useful for determining defect location depth and for locating defective areas.

Assessment of Strength Compliance with Standards for Tanzania Eucalyptus Wood Poles Treated with Copper-Chromium-Arsenic Compounds

2007 ◽  
Vol 30 (2) ◽  
pp. 110-118
Author(s):  
Alex Lyatonga Mrema
Keyword(s):  
South African ◽  
Power Transmission ◽  
Quality Level ◽  
Arsenic Compounds ◽  
Loading Test ◽  
Eucalyptus Wood ◽  
Acceptable Quality ◽  
Average Modulus ◽  
Acceptable Quality Level ◽  
Copper Chromium

Samples of copper-chromium arsenic compounds (CCA) treated Eucalyptus poles for power transmission were sampledfrom a lot following Military Standard MIL-STD 105D, Single sampling, Tightened Inspection, Acceptable Quality Level(AQL) of 4 as provided for in the South African Standard SABS 754:1994 from lots containing 151-500 poles. Sampleswere randomly selected from a lot. Maximum fiber stresses were evaluated taking into account the actual taper in eachpole. The cantilever loading test was performed on the samples following SABS 754:1994. It was found out that theaverage taper for the poles was smaller than that assumed in the standard due to the different pole growthcharacteristics and environment in Tanzania and that the average modulus of elasticity obtained for the poles was lowerthan the average assumed in SABS 754:1994. The poles also showed excessive deflections at working loads. It isrecommended to the Tanzania Bureau of Standards that although SABS 754:1994 is meant to be used for eucalyptuspoles grown in Southern Africa south of the Sahara that are treated with creosote or CCA there is a need to review it totake into account the actual characteristics of the poles grown in Tanzania where they are normally grown in highlandareas with higher rainfall and colder climates.

Corruption and Racketeering in the New York City Construction Industry: The Final Report of the New York State Organized Crime Task Force.

ILR Review ◽  
1992 ◽  
Vol 45 (3) ◽  
pp. 606
Author(s):  
George W. Brooks ◽  
Ronald Goldstock ◽  
Martin Marcus ◽  
Thomas D. Thacher ◽  
James B. Jacobs
Keyword(s):  
New York ◽  
New York City ◽  
Construction Industry ◽  
Organized Crime ◽  
York City ◽  
Task Force ◽  
New York State ◽  
Final Report ◽  
York State ◽  
City Construction

Work Zone Coordination Software Tool

2017 ◽  
Vol 2617 (1) ◽  
pp. 60-70 ◽  
Author(s):  
Bekir Bartin ◽  
Kaan Ozbay ◽  
Matthew D. Maggio ◽  
Hao Wang
Keyword(s):  
New Jersey ◽  
Construction Projects ◽  
Software Tool ◽  
Work Zone ◽  
Department Of Transportation ◽  
Work Zones ◽  
Web Based ◽  
Departments Of Transportation ◽  
Transportation Agencies

Faced with a growing number of work zones, transportation agencies are being challenged to effectively manage the impacts of these zones, alleviate congestion, and maintain the safety of motorists and workers without disrupting project schedules. Coordinating work zones has already been practiced by various state departments of transportation and transportation agencies, yet there are no universal department of transportation policies that address how agencies should coordinate or consolidate projects. In addition, only a few states utilize computer tools specific to regional or corridor-based work zone coordination. State departments of transportation mostly coordinate significant and long-term projects. However, the majority of roadway projects include minor repair, roadway maintenance, bridge maintenance, surveying, and landscape and utility work that require relatively short-term work zones. The Work Zone Coordination Software tool was developed to provide the New Jersey Department of Transportation with an easy-to-use tool to evaluate the feasibility and effectiveness of coordinating short- and long-term work zones and to measure the benefits. This online tool is implemented with a web-based user interface. It integrates all scheduled and active construction projects, identifies conflicts between work zone projects, and estimates the benefits of conflict mitigation. The Work Zone Coordination Software tool works with the New Jersey work zone database by automatically importing data to provide up-to-date information to its users. However, the tool is built on a flexible framework that allows the integration of any work zone database provided that it includes all the required information.

Asphalt Permeability Testing in Virginia

2000 ◽  
Vol 1723 (1) ◽  
pp. 83-91 ◽  
Author(s):  
G.W. Maupin
Keyword(s):  
Future Development ◽  
Laboratory Tests ◽  
Large Percentage ◽  
Acceptable Level ◽  
Permeability Test ◽  
Department Of Transportation ◽  
Asphalt Mixes ◽  
Air Voids ◽  
Virginia Department ◽  
Made In

Because of high air voids, long-lasting damp spots on pavement surfaces, and problems that other states have had with permeable coarse Superpave mixes, the Virginia Department of Transportation (VDOT) decided to investigate the permeability of its Superpave mixes. As part of this study, VDOT also tested other asphalt mixes. Falling-head permeability tests were performed on pavement cores to determine the general permeability of the mixes. The permeability of some of the pavement cores was compared with the permeability of specimens made in the laboratory through the use of mixtures sampled during construction to determine whether laboratory specimens could be used to predict pavement permeability. The primary purpose of this investigation was to determine the general magnitude of permeability for mixes being used by VDOT, with an emphasis on Superpave mixes. A large percentage of the field cores contained excessive voids, resulting in excessive permeability. Each mix had a unique voids-permeability relationship. Mixes that were composed of large aggregates required fewer voids to achieve an acceptable level of permeability. In four of five cases, the results of laboratory tests were generally quite successful in indicating field permeability. The preliminary permeability testing demonstrates the importance of achieving low voids in the field and will help in the future development of density specifications and possibly in the establishment of permeability requirements. It is recommended that the permeability test continue to be used to help set such limits.

Multicharacteristic Performance-Related Specification for Hot-Mix Asphalt Pavement: Complete Development Process

2003 ◽  
Vol 1861 (1) ◽  
pp. 53-59 ◽  
Author(s):  
Richard M. Weed
Keyword(s):  
Development Process ◽  
Hot Mix Asphalt ◽  
Asphalt Pavement ◽  
Performance Model ◽  
Department Of Transportation ◽  
Air Voids ◽  
Complete Development ◽  
Multiple Quality Characteristics ◽  
Engineering Mathematics ◽  
Sufficient Detail

At a time when there is great interest in developing performance-related specifications incorporating multiple quality characteristics and several highly complex approaches are under development, it is questioned whether these procedures will be capable of providing the degree of practicality and ease of application sought by most practitioners. Alternatively, it is claimed that there is a simple, straightforward procedure that is suitable for most practical purposes. The components of this procedure have been successfully applied by the New Jersey Department of Transportation over a period of many years, and it is argued that additional complexity is rarely necessary or beneficial. An example is presented illustrating how readily obtainable data can be used, first to develop the performance model and then to develop the acceptance procedure for a specification for in-place air voids, thickness, and smoothness of hot-mix asphalt pavement. The example is presented in sufficient detail to demonstrate the ease with which this procedure can be learned and applied by individuals with only a basic background in engineering mathematics.

scholarly journals An investigation on the effects of flaky particles on the properties of asphaltic mixtures

2015 ◽  
Vol 42 (11) ◽  
pp. 865-871 ◽  
Author(s):  
Babak Kazemi Darabadi ◽  
Hasan Taherkhani
Keyword(s):  
Creep Behaviour ◽  
Permanent Deformation ◽  
Asphaltic Concrete ◽  
Test Results ◽  
Creep Tests ◽  
Air Voids ◽  
Static Creep ◽  
Different Types ◽  
Creep Stiffness ◽  
Marshall Stability

Flaky particles, because of their shape, are considered as inferior aggregates in asphaltic mixtures, and specifications usually set limits on the amount of flaky particles in asphaltic mixtures. In this study, the effects of flaky particles content on the volumetric properties, Marshall Stability and creep behaviour of hot mixed asphaltic concrete have been investigated. Specimens with two different types of gradation and specified amounts of flaky particles were made and used for Marshall Stability and static creep tests. Test results show that the Marshall Stability decreases and the air voids content of asphaltic mixture and the voids in mineral aggregate increase as the flaky particles content increases. It is also found that flaky particles cause increase in permanent deformation and decrease in creep stiffness. The creep tests also show that the recoverable deformation of the mixtures decreases as the flaky particles content increases.

scholarly journals Coal Bottom Ash as Partial Replacement of Fine Aggregate in Asphaltic Concrete

2020 ◽  
Vol 2 (1) ◽  
Author(s):  
H. Mohammed
Keyword(s):  
Fixed Bed ◽  
Bottom Ash ◽  
Partial Replacement ◽  
Fine Aggregate ◽  
Asphaltic Concrete ◽  
Air Voids ◽  
Coal Bottom Ash ◽  
Asphalt Mix ◽  
Materials Used ◽  
Marshall Stability

The effect of coal bottom ash (CBA) on the characteristics of asphaltic concrete was investigated with a view to assess its suitability as a partial replacement of fine aggregate. Coal procured from Lafia-Obi coal mines was burnt in a fixed bed combustor until a sand size residual was produced. The properties of the materials used for the study were characterize using standard procedures. The CBA was introduced in the asphalt mix at an increasing rate of 10, 15, 20 and 25% content by weight of the fine aggregate and test samples of asphaltic concrete were prepared. The samples were subjected to Marshall stability test. Results showed that the specific gravity and absorption test for granite dust were 2.45 and 0.25%, respectively, while those of the CBA were 2.86 and 0.58% respectively. The result of stability, flow, bulk density, voids filled in bitumen (VFB), air voids (VA) and voids in mineral aggregate (VMA) of the asphaltic concrete at 0% CBA were 12.02 kN, 3.04 mm, 2.491g/cm3, 66.0%, 4.3%, 12.7% respectively; while the values at 20% CBA content were 16.97 kN, 3.51mm, 2.514g/ cm3 , 71.2%, 3.4%, 11.9% respectively. The result showed that coal bottom ash in asphaltic mix improved its properties.

scholarly journals Assassination in Khartoum

1996 ◽  
Vol 13 (1) ◽  
pp. 120-122
Author(s):  
Arthur L. Lowrie
Keyword(s):  
United States ◽  
Saudi Arabia ◽  
Task Force ◽  
Arab World ◽  
The United States ◽  
Popular Front ◽  
Extensive Experience ◽  
Foreign Service ◽  
History Of ◽  
Yasser Arafat

This is a fascinating insider's account of one of the most tragic events in the history of the American Foreign Service. Cleo Noel and Curt Moore were among the Foreign Service's finest professionals- dedicated, hard­working men of impeccable integrity. Although from very different back­grounds, hard work had brought them close to the pinnacle of the service.  Circumstances brought them together on 1 March 1973 at the residence of the Saudi Arabian an1bassador in Khartoum. The ambassador was hosting a diplomatic farewell p????rty for Moore, and newly-appointed Ambassador Noel was anending as a courtesy. As the party was ending around 7:00 p.m., eight heavily anned Palestinians of the Black September extremist organization burst in and seized all diplomats who failed to flee. Most were unhrumed, but Curt Moore. whom they had been told (incorrectly) was the chief CIA agent for the Middle East, Cleo Noel, and (inexplicably) the Belgian charge d'affaires, were singled out, beaten, and tied up. Ironically, as fair-minded and objective professionals, Noel and Moore were dedicat­ed to establishing the best possible relations between the United States and the Arab world and were sympathetic to the Palestinian cause.What happened during the next thirty hours leading up to the brutal assassination is told in chilling detail by Korn, who was then a Foreign Service officer serving in Washington on the task force dealing with the hostage crisis. Mr. Korn also has had extensive experience in Aral>-hraeli affairs and is able to put the subsequent events, personalities involved, and government actions in the context of the early 1970s. For example. he leaves little doubt that Yasser Arafat and Fatah were involved, if not actu­ally directing. the Khartoum operation as part of their effort to refurbish their radical credentials in competition with George Habash 's Popular Front for the Liberation of Palestine (PFLP), which had carried out most of the airplane hijackings of the early 1970s. In addition, he is able to explain. but with no attempt to justify, the less-than-courageous roles played by Jordan, Saudi Arabia, Sudanese president Jafaar Nimeiry, and others ...

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