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Utvärdering av program för dimensionering av vägöverbyggnader

Anderhorn, Benjamin LU (2021) In CODEN: LUTVDG/(TVTT-5326)/1-84/2021 VTVM05 20202
Transport and Roads
Abstract
The largest part of the Swedish state roads are today paved. With this in mind it is therefore demanded when a road in question is constructed respectively when a maintenance measure is taken place that the dimensioning of the road from the start was done properly. Since a while back in Sweden it has been upon the Swedish Transport Administration to regulate with their document “TRVK Väg”, now TRVINFRA how the Swedish state road network should be dimensioned. In correlation with this document the Swedish Transport Administration have instituted a dimensioning tool called PMS objekt. The advantages with this tool have been plenty, including that the calculations done by the tool have been analytic-empirical and have considered both climate... (More)
The largest part of the Swedish state roads are today paved. With this in mind it is therefore demanded when a road in question is constructed respectively when a maintenance measure is taken place that the dimensioning of the road from the start was done properly. Since a while back in Sweden it has been upon the Swedish Transport Administration to regulate with their document “TRVK Väg”, now TRVINFRA how the Swedish state road network should be dimensioned. In correlation with this document the Swedish Transport Administration have instituted a dimensioning tool called PMS objekt. The advantages with this tool have been plenty, including that the calculations done by the tool have been analytic-empirical and have considered both climate and frost heave when dimensioning. On the other hand though the method have neglected a critical part of an asphalt mixture, its bitumen rheology. Something that controls the behavior of the asphalt concrete as a whole when it’s exposed to stresses, climate et cetera. The report COST 333 developed by the European Union stated that there exists 13 frequently occurring ways a road is broken down from, PMS object considers three of these. Thence there exists a large room for progression and opportunity to regard bitumen rheology in the design process. Two tools that does the latter is: SDSS – Swedish Decision Support System as well as PEDRO – Permanent Deformation of asphalt concrete layer for ROads.
The input data for both PEDRO and SDSS distinguishes itself from the input data for PMS objekt in a way that it demands much more details, such as either laboratory tests of the mixtures in question or in depth details of the mixture itself. This gives the conditions for the dimensioning process or in PEDROs case the predictions to go in line more with reality. In this study a state highway E22 Linderöd was chosen to be analyzed, the study analyzes both lanes. The input data is collected directly from this project and then used with the three softwares. The study aims to compare the different programs output data with each other to map differences and possibilities.
Both PMS objekt and PEDRO delivered results that was either in line with some demands from Trafikverket on this type of road or that the road was sufficient its whole service life. Other results found was that SDSS didn’t deliver in many of its function, which led to that the extensive data gathered from the highway project didn’t come to use in that regard that it was hoped for, instead SDSS standard mixtures was used. On top of this no rut depth results could be gathered from SDSS because that function didn’t work as well. Thenceforth no comparison between the rut results from PEDRO and SDSS could be done.
Conclusions to be drawn from the results were many even though the study didn’t work out as intended. For example the details of the input data were much greater for PEDRO and SDSS than PMS objekt than first was expected. If SDSS in the future work as envisioned and also is validated it could really push the dimensioning of roads in Sweden a big step forward, letting material properties in its whole from the asphalt mixtures for example be considered in the dimensioning process. Another conclusion drawn was that in the future when PEDRO has become validated it could be used as a complement to PMS objekt, because PMS objekt doesn’t predict rut. (Less)
Abstract (Swedish)
Största delen av det svenska vägnätet består idag av belagd väg. Med det i åtanke så krävs det därför att vägarna vid sin anläggning respektive när underhållsåtgärd sker blivit väl dimensionerade samt blivit korrekt utförda. Under en tid i Sverige har Trafikverket med sitt dokument TRVK väg numera TRVINFRA styrt hur de statliga vägarna skall dimensioneras med sina tre dimensioneringsklasser. I direkt samverkan med dokumentet har Trafikverket upprättat ett dimensioneringsverktyg PMS objekt. Fördelarna med detta program har varit flera, bland annat att verktyget utfört sina beräkningar grundat på tidigare erfarenhet samtidigt som den varit analytisk. Utöver detta har programmet tagit hänsyn till både tjäle och klimat vid dimensioneringen.... (More)
Största delen av det svenska vägnätet består idag av belagd väg. Med det i åtanke så krävs det därför att vägarna vid sin anläggning respektive när underhållsåtgärd sker blivit väl dimensionerade samt blivit korrekt utförda. Under en tid i Sverige har Trafikverket med sitt dokument TRVK väg numera TRVINFRA styrt hur de statliga vägarna skall dimensioneras med sina tre dimensioneringsklasser. I direkt samverkan med dokumentet har Trafikverket upprättat ett dimensioneringsverktyg PMS objekt. Fördelarna med detta program har varit flera, bland annat att verktyget utfört sina beräkningar grundat på tidigare erfarenhet samtidigt som den varit analytisk. Utöver detta har programmet tagit hänsyn till både tjäle och klimat vid dimensioneringen. Däremot finns de nackdelar med PMS objekt, exempelvis att mjukvaran inte tar hänsyn till de olika materialegenskaperna för det bitumen som använts, det vill säga bitumens inverkan på asfaltmassan som helhet. Något som helt styr asfaltens beteende vid påfrestningar, klimatinverkan et cetera. Rapporten COST 333 som upprättades 2000 av EU tog fasta på 13 frekvent förekommande sätt en väg går till brott på, PMS objekt dimensionerar för tre av dessa. Således återfinns ett stort utrymme för förbättring och där också att hänsyn tas till bitumens egenskaper för asfaltmassan. Två program som gör försök till att ta hänsyn till detta är SDSS – Swedish decision support system samt PEDRO – Permanent Deformation of asphalt concrete layer for ROads.
Mjukvarorna PEDRO samt SDSS skiljer sig bland annat från det konventionella dimensioneringsprogrammet PMS objekt genom att mer detaljerad data om materialens egenskaper kan anges i programmen. Detta ger förutsättningar till dimensioneringen eller prognostiseringen i PEDROs fall att närmare efterlikna verkligheten. I den här studien dimensioneras och prognosticeras ett verkligt projekt E22 Linderöd och då också körfält 1 samt 2. Med indata direkt från E22 Linderöd så används samtliga tre mjukvaror för att slutligen jämföra deras utdata i form av när makrospricka uppstår samt spårdjup över tid ifrån deformationer SDSS, spårdjup ifrån PEDRO samt om vägen håller i 20 års tid i enlighet med PMS objekt.
Resultaten som följde var att både PMS objekt samt PEDRO gav resultat som visade att vägen håller sin tekniska livslängd och uppfyller krav ställda ifrån Trafikverket på motorvägar av den här typen. Medan SDSS funktioner inte fungerade, vilket hade sin följd att endast standardbeläggningar ifrån mjukvaran kunde användas vilka inte överensstämde med de riktiga beläggningarna ifrån använt projekt. Därutöver fungerade inte prototypens finita elementmetod vilket gjorde att spårdjup inte heller gick att beräkna. Därför kunde inte resultaten jämföras på det sätt arbetet ämnade göra.
Slutsatser som kunde dras ifrån resultaten var bland annat att detaljrikedomen för PEDRO samt SDSS är på en högre nivå i jämförelse med PMS objekt. Om SDSS i framtiden fungerar och har blivit validerad kan mjukvaran eventuellt att komma till stor användning och föra dimensioneringstekniken för överbyggnader i Sverige ett stort steg framåt. Detta då materialegenskaper skulle kunna nyttjas mer än vad de gör idag exempelvis. Förutom detta drogs även slutsatsen att PEDRO när det validerats i framtiden skulle kunna ses som ett komplement till PMS objekt eftersom PEDRO prognosticerar spårdjup till följd av deformationer, vilket PMS objekt icke gör. (Less)
Popular Abstract
The largest part of the Swedish state roads are today paved. With this in mind it therefore is demanded when the road in question is constructed respectively when a maintenance measure is taken place, that the dimensioning of the road from the start was done properly. Since a while back in Sweden it has been upon the Swedish Transport Administration to regulate with their document “TRVK Väg”, now TRVINFRA how the Swedish state road network should be dimensioned. In correlation with this document the Swedish Transport Administration have instituted a dimensioning tool called PMS objekt. The advantages with this tool have been plenty including that the calculations done by the tool have been analytic-empirical and have considered both... (More)
The largest part of the Swedish state roads are today paved. With this in mind it therefore is demanded when the road in question is constructed respectively when a maintenance measure is taken place, that the dimensioning of the road from the start was done properly. Since a while back in Sweden it has been upon the Swedish Transport Administration to regulate with their document “TRVK Väg”, now TRVINFRA how the Swedish state road network should be dimensioned. In correlation with this document the Swedish Transport Administration have instituted a dimensioning tool called PMS objekt. The advantages with this tool have been plenty including that the calculations done by the tool have been analytic-empirical and have considered both climate and frost heave when dimensioning. On the other hand though the method have neglected a critical part of an asphalt mixture, its bitumen rheology. Therefore this study aims to evaluate PMS object and two other tools adapted for the Swedish climate: PEDRO and SDSS, both methods conclude the type of bitumen into its calculations. Data from a real Highway found in Sweden was used as input data to the programs, as well as its asphalt concrete recipes. The results that followed concluded that SDSS didn’t work appropriately, its function that let you input critical data from your various asphalt recipes didn’t work, which forced one to use the standard mixtures implemented into the program. Conclusions to draw from the result was that the input data for PEDRO and SDSS was much more detailed than the input data for PMS objekt. This conclusion pitches the idea that if SDSS would work in the future and on top of that become verified, it could take the dimensioning of roads in Sweden a big step forward and truly let the materials involved being used the most efficient way. (Less)
Please use this url to cite or link to this publication:
author
Anderhorn, Benjamin LU
supervisor
organization
alternative title
Evaluation of programs for dimensioning of roads
course
VTVM05 20202
year
type
H3 - Professional qualifications (4 Years - )
subject
keywords
Överbyggnad, Asfalt, Dimensionering, PEDRO, SDSS, PMS objekt
publication/series
CODEN: LUTVDG/(TVTT-5326)/1-84/2021
report number
359
ISSN
1653-1922
language
Swedish
id
9041350
date added to LUP
2021-03-05 10:28:23
date last changed
2021-03-05 10:28:23
@misc{9041350,
  abstract     = {The largest part of the Swedish state roads are today paved. With this in mind it is therefore demanded when a road in question is constructed respectively when a maintenance measure is taken place that the dimensioning of the road from the start was done properly. Since a while back in Sweden it has been upon the Swedish Transport Administration to regulate with their document “TRVK Väg”, now TRVINFRA how the Swedish state road network should be dimensioned. In correlation with this document the Swedish Transport Administration have instituted a dimensioning tool called PMS objekt. The advantages with this tool have been plenty, including that the calculations done by the tool have been analytic-empirical and have considered both climate and frost heave when dimensioning. On the other hand though the method have neglected a critical part of an asphalt mixture, its bitumen rheology. Something that controls the behavior of the asphalt concrete as a whole when it’s exposed to stresses, climate et cetera. The report COST 333 developed by the European Union stated that there exists 13 frequently occurring ways a road is broken down from, PMS object considers three of these. Thence there exists a large room for progression and opportunity to regard bitumen rheology in the design process. Two tools that does the latter is: SDSS – Swedish Decision Support System as well as PEDRO – Permanent Deformation of asphalt concrete layer for ROads. 
The input data for both PEDRO and SDSS distinguishes itself from the input data for PMS objekt in a way that it demands much more details, such as either laboratory tests of the mixtures in question or in depth details of the mixture itself. This gives the conditions for the dimensioning process or in PEDROs case the predictions to go in line more with reality. In this study a state highway E22 Linderöd was chosen to be analyzed, the study analyzes both lanes. The input data is collected directly from this project and then used with the three softwares. The study aims to compare the different programs output data with each other to map differences and possibilities. 
Both PMS objekt and PEDRO delivered results that was either in line with some demands from Trafikverket on this type of road or that the road was sufficient its whole service life. Other results found was that SDSS didn’t deliver in many of its function, which led to that the extensive data gathered from the highway project didn’t come to use in that regard that it was hoped for, instead SDSS standard mixtures was used. On top of this no rut depth results could be gathered from SDSS because that function didn’t work as well. Thenceforth no comparison between the rut results from PEDRO and SDSS could be done. 
Conclusions to be drawn from the results were many even though the study didn’t work out as intended. For example the details of the input data were much greater for PEDRO and SDSS than PMS objekt than first was expected. If SDSS in the future work as envisioned and also is validated it could really push the dimensioning of roads in Sweden a big step forward, letting material properties in its whole from the asphalt mixtures for example be considered in the dimensioning process. Another conclusion drawn was that in the future when PEDRO has become validated it could be used as a complement to PMS objekt, because PMS objekt doesn’t predict rut.},
  author       = {Anderhorn, Benjamin},
  issn         = {1653-1922},
  keyword      = {Överbyggnad,Asfalt,Dimensionering,PEDRO,SDSS,PMS objekt},
  language     = {swe},
  note         = {Student Paper},
  series       = {CODEN: LUTVDG/(TVTT-5326)/1-84/2021},
  title        = {Utvärdering av program för dimensionering av vägöverbyggnader},
  year         = {2021},
}