Hvs Irc Patna

7/28/2019 Hvs Irc Patna

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ACCELERATED PAVEMENTTESTING FACILITY -

HEAVY VEHICLE SIMULATOR(HVS)RESEARCH PROGRAM

An Overview for

the delegates of70th Annual Session

of IRC, Patna, 2009


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The controlled application of a prototype wheel

loading, at or above the appropriate legal load

limit to a prototype or actual, layered, structural

pavement system to determine pavementresponse and performance

under a controlled,

accelerated accumulation

of damage in a compressed

time period

WHAT IS APTF


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Current pavement design methods

are based on laboratory characteri-

sation, field investigations, computer

simulations etc.

To substantiate, use is made of a full

scale Long Term PavementPerformance (LTPP) study under

trafficking and modeling

WHY APTF IS REQUIRED ??


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APTF bridging the gap betweenLab Designs & LTPP


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WHAT APTF CAN DO ??


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Increasing road transportation demand

Phenomenal rise in vehicle population accompanied by heavy axleloads and correspondingly higher tyre pressures

Grossly inadequate structural capacity & stage constructionpractices

Scarce funds for M & R for road pavements Nation loses over Rs.15,000 crores/year on account of excess VOCs

due to poor road conditions

Heavy capital investments are needed to maintain the road networkat a desired serviceability level in order to minimize total

transportation costs Lack of experience in designing pavements for heavy-duty traffic

corridors, policies/ strategies for their upkeep & rehabilitation &materials/ specifications

NEED FOR APTF


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Most cost effective/ optimal solutions for development &

maintenance of roads demands the use of proven new materials &

specifications, technologies and practices

Evaluation of on-road test tracks under normal traffic has inherent

shortcoming because of the longer time needed to obtain the

results, affecting the quality and usefulness of such data because ofrapid changes taking place in technology over time

Complete life-cycle evaluation is done in just 3-6 months time with

APTF as compared to 10 to 15 years required under normal traffic,

thereby allowing results to be used immediately.

Advanced facilities are being widely used since early eighties in the

UK, USA, South Africa, France, Australia, Finland, Denmark, Holland

and China for accelerated load testing of pavements

NEED FOR APTF..... Contd .


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Advance information on pavement performance

Evaluation of New designs, specifications, mixes and materials

Studies for anticipated traffic conditions

Greater control over uniformity and quality of construction

because of small size of test sections

Control over environmental factors such as pavement

temperature and subgrade moisture Simulated field conditions

Economical and ready to use technical solutions

Substantial savings with improvements in pavement design

procedures and maintenance practices Well targeted pavement research programme can be undertaken

Knowledge gained from APTF affects decision of road authorities

Determination of magnitude and timing of asset establishment

and preservation costs

ADVANTAGES OF APTF


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Applications of HVS/APTF


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The need for establishing a national facility

for accelerated pavement testing was firstidentified and discussed by IRC-HRB

Committee in 1990- 91 through a Base paper

on Test Track Research in India prepared by

CRRI

The IRC- HRBs Identification, Monitoring &

Research Applications (IMRA) Committeeconsidered the proposal brought out in the

base paper and efforts were started

Background of Indian APTF


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Establishment of Centralised National

Accelerated Pavement Testing Facility

(APTF)

To generate data similar to Long Term

Pavement Performance (LTPP) Studies

and to develop pavement deteriorationmodels for flexible and rigid pavements

for typical pavement structures

Objectives of CreatingAPTF Facility


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CRRIs HVS


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Feature Capability

Mobility Towable over long distances; self-propelled over shortdistances

Load Application Static & Dynamic Load Applications

Wheel Loads Mean Load : 36 - 88 kN ; Peak Load : 30 - 105.6 kN

Test Wheel (s) Single, Super-single, Dual (truck) or Aircraft (Airbus

4616)

Tyre Pressure Typically 560-690 kPa on roads ; Upto 1450 kPa on

airfields

Repetitions PerDay

Upto 32000 (Bi-directionally) ; Upto 16000 (Uni-

directionally)

Trafficked Length 8m (test area length 6m)

Trafficked Width Upto 1.5 m, depending on wheel configuration

Trafficking Pattern Variable

Features of Standard Mark IV+


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Typical HVS Load Levels


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Performance Various Pavement Specifications Impact heavy vehicles on pavements (axle load, tyre type and

pressure)

Evaluation non-standard materials

Processes (insitu stabilisation, emulsions, by-products, recycledmaterials, reflection crack retarders etc.)

Maintenance efficacy of treatments, intervention strategies

Low volume roads surface treatments

Construction quality, effect of mechanisation

Major Priority Areas of

Research for India


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Construction of a Test Strip within CRRI

Specifications conforming to MoRT&H

Verify the Design Life as envisaged

Attempt to rationalise IRC design method

Proposed Immediate Study


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Documents

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