DNP 805 Assignment Final Project Executive Summary

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DNP 805 Assignment Final Project Executive Summary

DNP 805 Assignment Final Project Executive Summary

 

 

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2. Read the required chapter(s) of the textbook and any
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Assignment:

Directions:

Write an executive summary.

This should be 1-2 pages in length. Please Note: Points will
be deducted if you go beyond 2 pages in length.

Submit your executive Summary on this page by Day 7.

https://owl.english.purdue.edu/owl/resource/726/07/

During Week Eight, you will share and discuss your executive
summary with your classmates through a discussion board.

Final report – Executive summary
SPENS_D20_WP1_Executive summary_F.doc 5
The consortium of the following partners has conducted the SPENS project.
Partner Partner
acronym
Country
Slovenian National Building and Civil Engineering Institute ZAG Slovenia
Institute for Transport Sciences KTI Hungary
The Swedish National Road and Transport Research Institute VTI Sweden
Austrian Institute of Technology (arsenal research) AIT Austria
Transport Research Centre CDV Czech Rep.
Road and Bridge Research Institute IBDiM Poland
Zilina University TUZA Slovakia
Europe’s National Road Research Centres with ** FEHRL Belgium
DDC Consulting & Engineering Ltd. DDC Slovenia
Ferriere Nord SpA FENO Italy
** TECER- Transport and Road Research Institute (Estonia)
IGH – Civil Engineering Institute of Croatia (Croatia)
IP – The Highway Institute (Serbia)
CRBL – Central Roads and Bridges Laboratory (Bolgaria)
In the period of September 2006 to August 2009 ten partners together with four institutes
under the FEHRL umbrella cooperated in the performance of laboratory and field tests
asphalt materials, as well as in the evaluation of the impact of roads on the environment. The
project, with a total budget of 2,47 Mio EUR, was coordinated by the Slovenian National
Building and Civil Engineering Institute (ZAG).
The research work focused on the development of procedures for producing and
implementing materials for road construction, using only local materials and taking into
account the existing traditions and construction techniques, as well as the specifics of
already constructed roads. Laboratory and in-situ tests were performed in several European
countries. Field trials and monitoring during the project were used to verify the research
results.
2.4 Organization of work
The research work was organized into four technical work packages (WP), which dealt with
• The optimization of assessment techniques and procedures for roads – WP2, led by
László Gáspár (KTI)
• The improvement of pavement structures – WP3, led by Safwat Said (VTI)
• Evaluation of materials for road upgrading – WP4, led by Marjan Tušar (ZAG)
• Impact assessment of roads on the environment – WP5, led by Manfred Haider (AIT).
Final report – Executive summary
SPENS_D20_WP1_Executive summary_F.doc 6
Within WP6 Dissemination of results Steve Phillips (FEHRL), together with Adewole Adesiyun
and Aleš Žnidarič, coordinator of the clustered CERTAIN coordination action, have organized
several dissemination events before the end of the SPENS project.
Within WP1 Management, led by project coordinator Mojca Ravnikar Turk (ZAG) two
Contractor’s Committee meetings per year were held, whereas the Management group had
meetings and contacts more often. We had the opportunity to work with several Project
officers – Mr. Herbert Thanner, Mrs. Ms. Maria-Cristina Marolda and César Pérez-García. The
current officer in charge of the project is Mr. William Bird of the Research DirectorateGeneral, European Commission.
Overview of SPENS task leaders:
WP1 – Mojca Ravnikar Turk (ZAG)
WP2 – Slovenko Henigman (DDC), Roland Spielhofer (AIT), Darko Kokot (ZAG),
WP3 – Safwat Said (VTI), Ana Mladenovič (ZAG), Imre Pap (IP),
WP4 – Björn Kalman (VTI), Dariusz Sybilski and Wojciech Bańkowski (IBDiM ), Leif G. Wiman (VTI),
WP5 – Lennart Folkeson (VTI), Manfred Haider (AIT),
WP6 – Mojca Ravnikar Turk (ZAG), Steve Phillips (FEHRL), Adewole Adesiyun (FEHRL)
Figure 3: August 2009 – SPENS task and WP leaders
Final report – Executive summary
SPENS_D20_WP1_Executive summary_F.doc 7
3 Work performed in the period September 2007 to August 2009
3.1 WP1 Project management
In the last three years there were six Contractor’s Committee meetings and seven
Management group meetings. All partners attended Contractor’s Committee meetings and
the Work Package leaders regularly attended the Management group meetings.
Meeting No. Place Date
CC-1 Ljubljana, Slovenia 16-17 October 2006
CC-2 Budapest, Hungary 4 September 2007
CC-3 Ljubljana, Slovenia 22 April 2008
CC-4 Stockholm, Sweden 8 September 2008
CC-5 Belgrade, Serbia 11 March 2009
CC-6 Ljubljana, Slovenia 27 August 2009
The minutes of the meetings are available on the SPENS web-site under the non-public
segment. During the course of the project, the ‘Project roadmap’ was regularly updated and
made available on the non-public segment of the SPENS web-site: These updates provided
an up-to-date activity guide for all partners in the project consortium, as well as for the
European Commission.
Figure 4: August 2009 – SPENS Contractor’s representatives
3.1.1 Results achieved and expected end results
The research work was planned in such a way that the test fields were constructed in Year 1,
the tests were performed in Year 2 and the results of the laboratory and field testing were
analyzed in Year 3. All field test sections (in Slovenia and in Poland) were established as
planned and the tests were completed in Year 2. Most of the obtained test results were within
Final report – Executive summary
SPENS_D20_WP1_Executive summary_F.doc 8
the expected limits, however further long-term monitoring of the specific test sections would
be necessary.
3.1.2 Intentions for use and impact
Within the CERTAIN Coordination Action (Central European Research in TrAnsport
INfrastructure), ending in June 2010, special focus is given to the needs of the New Member
States and other non-EU European countries. This will be achieved through close links with
other projects and by integration into the current FEHRL Strategic Road Research
Programme (SERRP) Cluster. The SPENS final report will be translated and published in
Slovene, Polish and Czech languages.
3.1.3 Main elements of publishable dissemination plan
At the beginning of the project a brochure presenting the SPENS project was printed for
dissemination at several events. Two posters were prepared and printed – one was on
display at FEHRL headquarters in Brussels and the other one at ZAG, Slovenia. Three
hundred copies of the SPENS final report were printed and sent to SPENS partners and
disseminated at the Final seminar. In Figure 5 SPENS Coordinator Mrs. Mojca Ravnikar
Turk is handing over the SPENS Final report to Project Officer Mr. William Bird with the
SPENS poster in the background.

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Figure 5: August 2009 – SPENS poster and SPENS Final report
Throughout the course of the project, close working relations were established and
maintained with projects named ARCHES (Assessment and Rehabilitation of Central
European Highway Structures) and CERTAIN. Dissemination activities were linked with
ARCHES dissemination plans, and were mostly organized by the CERTAIN project.
All the research results were presented during the SPENS final seminar, held on the 27 and
28 August 2009 in Ljubljana, Slovenia.
Final report – Executive summary
SPENS_D20_WP1_Executive summary_F.doc 9
3.2 WP2 Road assessment
The research was focused on gathering the proper input parameters and analyzing them in
order to obtain results upon which long-term optimum decisions can be made. The research
has concentrated on:
• analysis of effects caused by various axle loadings on pavements,
• measuring and visual condition evaluation techniques for pavement quality
characterization,
• development of a systematic methodology for the selection of optimum intervention
techniques for pavement management.
The goal of the task Traffic load equivalency was the analysis of the effect caused by various
axle loadings on pavements. In order to get the necessary input, a Heavy Vehicle Simulator
(HVS) response test on six test sections near Maribor (in co-operation with WP4) was carried
out. Different loads between 30 and 80 kN were applied. Strains and deformations of the
structure were recorded. Falling Weight Deflectometer measurements on each of the test
sections were also performed. The outcomes are presented in D.12 Recommendations for
traffic equivalency factors.
Within the work task Non-destructive testing of pavement condition, a test device
harmonization test was carried out in Vienna in May 2008, after careful preparatory activities.
Seven bearing capacity, six longitudinal evenness and nine skid resistance measuring
devices took part in the test. The bearing capacity test was performed in accordance with the
Protocol C5 of COST 336 Action, and the results obtained were analyzed by CDV. The
longitudinal evenness test was carried out on 6 sections using three measuring speeds.
International Roughness Index (IRI), longitudinal profile and Power Spectrum Density results
were analyzed by VTI. The skid resistance test was performed on 6 sections of 100 m length
each. Analysis of the results was carried out in accordance with prENV 13036-3 by Arsenal
and KTI. Certificates were issued to the participants of the harmonization test and the D11
Guidelines of a complex methodology for non-destructive pavement measuring
techniques was prepared on time.
Figure 6: May 2008 – harmonization test (skid resistance and longitudinal evenness)
In work task Systematic decision making methodology on pavement rehabilitation and
upgrading the answers given to the questionnaire developed during the year 1 were utilized.
The guidelines concentrate on low-volume roads with max. 300 ESAL/day heavy traffic. They
deal with the following main topics: goals, compilation procedure for decision-making
methodology, pavement condition evaluation methods, road rehabilitation and upgrading
techniques, case studies, questionnaire, different national road rehabilitation methods. The
methodology is presented in D.13 Guidelines on a systematic decision-making
methodology for the pavement rehabilitation of low volume roads.
Final report – Executive summary
SPENS_D20_WP1_Executive summary_F.doc 10
3.3 WP3 Improvement of pavement structures
This research of the three work tasks was focused on the following:
• Establishing the efficiency of different kinds of reinforcement for the rehabilitation of
pavement.
Measurement data from several reinforced road sections (in Poland, Italy and Sweden) were
collected and analyzed. Evaluations of the reinforced structures based on the analysis of the
FWD measurements, response measurements and visuals inspections. A design procedure
for reinforced pavements was adapted. The adapted design model based on data from
existing reinforced roads and deterioration development in the Heavy Vehicle Simulator tests
(conducted by WP4) was analyzed. The outcomes are presented in D9 Long-term
performance of reinforced pavements.
• Gaining experience about the use of recycled materials and by-products in road
construction with regard to engineering and environmental performance, and using
laboratory and field tests.
In Slovenia three test sections were constructed in Year 1 using construction and demolition
(C&D) waste materials, as well as industrial by-products (steel slag). Two test sections with
steel slag aggregate in wearing courses were constructed, one on a regional road (in Tolmin)
and one on a highway. One instrumented road section was constructed in Muljava, using
recycled crushed concrete in the unbound layer. Monitoring of the test sections was
continued in Year 2 and Year 3. Gathered experience and analysis of the laboratory tests and
monitoring are presented in D18 A methodology for testing and implementing selected
recycled materials and industrial by-products in road construction.

Figure 7: Construction of test fields in Muljava (and in Tolmin (2008)
• Finding a practical model for the optimization of asphalt mixture design.
The work was performed in laboratories of several partners (IP, IGH, ZAG, TUZA, IBDiM,
VTI). Manufacturing of bituminous mixes, compaction of test specimens preparation of
asphalt slabs was the base for extensive testing of asphalt mixtures. Mix recipes were
related to the target functional properties relevant for various climatic and traffic conditions in
the field. The outcomes are presented in D10 Practical mix design model for asphalt
mixtures.
Final report – Executive summary
SPENS_D20_WP1_Executive summary_F.doc 11
3.4 WP4 Evaluation of materials for road upgrading
Within the scope of task Investigation of the Performance of Conventional and Polymer
Modified Bitumen two types of aggregates and seven binders were used to produce the
asphalt samples. One type of aggregate was siliceous and the other one limestone. Each
aggregate was sieved and each fraction was characterized according to European standard
practices. During Year 2 samples of AC (Asphalt concrete), SMA (Stone mastic asphalt) and
PA (porous asphalt) were produced with siliceous aggregate. In the Year 3, the mix design of
AC with limestone aggregate and samples of stated material were produced and tested. In
Year 2 all binders were tested for penetration EN 1426, softening point EN 1427, density
EN 15326, dynamic viscosity at 60°C EN 12596, kinem atic viscosity at 135°C EN 12695,
weight loss after RTFOT EN 12607-1, as well as penetration, softening and dynamic
viscosity according to RTFOT. For the four polymer modified binders the deformation energy,
load at elongation and elongation at break were determined at 10°C and 25° using the
methods EN 13589 and EN 13703. The elastic recoveries for the modified bitumen were
determined using the method EN 13398. The results of extensive testing and analyses of
these results are presented in D15 Recommendations for modified binder usage in
pavements.
Within the scope of task Material Recommendations and Performance-based Requirements
for High Modulus Asphalt Mixtures and Flexible Pavement Design requirements for HMAC
usage were prepared. The requirements of Polish recommendations for HMAC usage were
verified in the laboratory and at field tests and these recommendations were adopted to the
needs and conditions of Slovenia, Serbia, Sweden, Croatia, Estonia taking into account the
climate, materials and test methods used in these countries.
Laboratory tests on materials were performed and several HMAC were designed. The
research covered three binders: 20/30, DE30B (polymer modified), MG10/20 (multigrade)
and five types of aggregates (basalt, granite, limestone, crushed gravel and steel slag). The
results of the performance tests (fatigue, stiffness, rutting) indicated the suitability of different
binders and aggregates of different type, quality and origin. In October 2007 a test sections,
which were later on in 2008 subjected to accelerated loading test, was built at Pruszków,
near Warsaw. The test section was constructed with two different mixes for the base course:
asphalt concrete (AC) and HMAC of the same layer thickness. So the direct evaluation of the
effect of HMAC on pavement durability was possible.
Figure 8: Construction of test field in Pruszków, near Warsaw, Poland
Pavements were instrumented with strain gauges at the bottom of the asphalt layers, and
vertical strain gauges at the top of the subgrade. The accelerated loading test (ALT) was
perfored using Heavy Vehicle Symulator (HVS) at a constant air temperature of 10˚C. The
Final report – Executive summary
SPENS_D20_WP1_Executive summary_F.doc 12
HVS tests were accompanied by other field tests (Falling Weight Deflectometer, Ground
Penetration Radar) and a number of laboratory tests. A few dozen slabs and cores were cut
from the pavement after the ALT was completed. The laboratory test program consisted of
the evaluation of composition (binder content, grading, air voids), resistance to rutting,
stiffness and fatigue. The results of extensive testing as well as the recommendations are
presented in the D8 Laboratory and field implementation of high modulus asphalt
concrete. Subtitle: Requirements for HMAC mix design and pavement design.
Within the scope of task Upgrading of asphalt macadam and light asphalt pavements to the
bearing capacity level needed by EU-regulations during the autumn of 2007 and spring 2008
six full scale test structures were built at Dragučova near Maribor in Slovenia. Each test field
was 50m long, a short section of each test field was also heavily instrumented. The strain,
deformations and pressure sensors were installed into unbound and asphalt layers to be
used during the accelerated load tests (ALT). The main difference between the test fields,
e.g. pavements structures was in the thickness of the asphalt layers. Additionally test section
No. 6 was reinforced with steel mesh at the bottom of the asphalt layer. During the
construction of the test fields, the quality of the unbound layers was checked. All asphalt
mixes used in test fields were analyzed in ZAG’s laboratory for asphalts and bitumens.
The HVS was transported from Sweden to Slovenia in April 2008 to perform the full-scale
accelerated load testing. The load of the test wheel was 60 kN and was increased to 80 kN
and to 100 kN at the test sections No. 5 and 6 having the thickest asphalt layer. The number
of load repetitions on each structure exceeded 190.000 repetitions (230.000 on average),
which corresponds to about 3 years of heavy traffic load. During the accelerated load tests,
surface cross-profile measurements were performed to obtain the surface rut depth
propagation data. Before and at the end of the accelerated load tests response
measurements were carried out at different load levels to get data about stresses, strains
and deformation data from the different structures.
After the HVS test the FWD (falling weight deflectometer) was used to determine the
difference between the properties of pavements that were loaded with HVS and those that
were not. Additionally seven asphalt cores were drilled at each test section and the voids,
compaction rate and thickness of asphalt layers were determined. The description of tests
and analyses of results are presented in D16 Guidelines for selection the most
convenient upgrading systems based on results of heavy vehicle simulator.
In the scope of the Transport Research Arena (TRA 2008), which was held in Ljubljana,
Slovenia, a technical visit was organized to the SPENS test field at Dragučova near Maribor.
Figure 9: Accelerated load testning, Dragučova, April 25, 2008 – the TRA08 technical visit
Final report – Executive summary
SPENS_D20_WP1_Executive summary_F.doc 13
3.5 WP5 Impact assessment of roads on the environment
The main focus of work in WP5 was on the execution and analyses of results obtained from
several measurement series to provide data and insight into the environmental effects of
typical road pavements in European new Member States (NMS). Based on the questionnaire
results it was decided to focus on asphalt concrete with 11 mm maximum chipping size,
being the most common NMS road surface. The following investigations were performed:
• Particle emission tests in the VTI road simulator on samples from Slovenia and the
Czech Republic
• In-situ measurements of particle emission (Czech Republic, Slovakia)
• Measurements of gaseous air pollutants
• Measurements of pass-by vehicle noise in Slovenia, Slovakia and the Czech Republic
• Measurements of rolling noise in Slovenia, Slovakia and the Czech Republic (performed
by ‘arsenal research’)
All measurement series were completed and results evaluated as input for deliverable D17
Guidelines for the environmental assessment of various pavement types including
recommendations to road authorities in New Member States, which was completed on
time.
The work of SPENS WP 5 was presented by ‘arsenal research’ at the INQUEST workshop in
Brno on November 15, 2007 and at the SPENS workshop in Bled on May 7, 2009.
Figure 10: CPX measurements by AIT in the Czech Republi

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