Samy Noureldin's research while affiliated with Purdue University and other places

Publications (20)

Article
Traditional methods of evaluating the quality of pavement subbase and subgrade compaction require considerable time and resources. Therefore, agencies continue to seek and evaluate safe, reliable, rapid, and cost-effective alternatives for quality assurance of the field compaction of unbound pavement layers. The light weight deflectometer (LWD) is...
Article
For purposes that include oversight and accountability, the U.S. Department of Transportation and the General Accountability Office continue to emphasize the need for regular systemwide monitoring of transportation infrastructure performance in response to system expenditures. To address this issue, it is necessary to ascertain the nature of the re...
Article
The constructed cost of conventional noise walls is about 2 million per linear mile. In many areas, the cost-effectiveness criteria of 25,000 per benefited receiver are exceeded so that these areas are not eligible for federal-aid funding for noise abatement. Consequently, the residents in these areas are dissatisfied that no noise reduction measur...
Article
In the last decade, the state departments of transportation in the US have experienced an increase in their construction projects, while the level of their in-house inspection staff and resources has either remained the same or declined. Previous studies have found that one strategy that may reduce the inspection workload is prioritizing constructi...
Article
Chip seal has been widely used as an effective surface treatment for pavement preservation. The Indiana Department of Transportation (DOT) chip sealed a total of 373 lane mile pavements in 2008 and 700 lane mile pavements in 2009. However, many issues, such as the optimal use of local materials and new aggregates, remained unsolved. No original inf...
Article
Automated pavement data collection techniques are commonly used by highway agencies to collect pavement surface distress data at the network level. While an immense amount of data is collected at the network level, agencies realize that there is a lack of understanding in the quality of data collected. Traditionally, either the overall pavement con...
Article
Most state highway agencies conduct inventory friction testing on mainline highways to monitor network pavement friction performance. However, no state highway agencies have been reported to monitor pavement friction performance on interchange ramps. Interchange ramps constitute a large portion of the interstate highway facilities. Great concerns h...
Article
This paper reviews the requirements established by the Indiana Department of Transportation for the properties of aggregate materials to avoid poor friction characteristics of the coarse aggregates and provide durable pavement friction performance. The focus is on the construction of the tables of the friction characteristics for the typical aggreg...
Conference Paper
Video image processing based vehicle tracking and traffic monitoring provides several advantages over traditional approaches. One of the challenges lies in the robust segmentation and region tracking. The traditional approaches have assumed 1) the region of the object of interest is uniform and homogeneous; 2) adjacent regions should differ signifi...
Article
This paper presents the state-of-the-practice by the Indiana Department of Transportation (INDOT) in enhancing the reliability of pavement friction testing with the ASTM Standard E 274-97 [1] locked wheel tester. In order to detect the potential changes in system performance, INDOT conducts weekly and monthly system verification on a special fricti...
Article
A network pavement inventory friction test program should consist of three parts: testing system calibration and performance verification, friction testing, and data management. The friction testing system must be calibrated and its performance must be verified before test seasons and whenever significant changes have occurred. Friction testing sho...
Article
Because of the evident advantages associated with the smooth tire for the measurement of pavement friction, many highway agencies have become interested in the smooth tire. Pavement friction is the result of tire–pavement interaction. Because of the differences between ribbed and smooth tires, experiences with the ribbed tire may not apply to the s...
Article
This paper presents a mechanistic-empirical methodology to evaluate the effect of partial bonding on ultra-thin white-topping (UTW) pavement structure. Based on the analytical work conducted for unbonded and fully-bonded interfaces, this paper displays the intrinsic relation between interface bonding and structural capacity, and provides a practica...
Article
Construction of hot mix asphalt (HMA) overlays on top of old concrete pavements is the most common concrete pavement rehabilitation strategy. These overlays, however, are usually subject to reflection cracking related to the movement of the old concrete slab. In addition, these overlays may also be vulnerable to rutting when subjected to large traf...
Article
The implementation of a pavement preservation program involves a learning curve with not only a determination to succeed, but also the courage to fail. Also, successful implementation of pavement preservation program requires knowledge of the performance of preservation surface treatments over time, which is critical to the select of candidate proj...
Article
Nondestructive testing has become an integral part for evaluation and rehabilitation strategies of pavements in recent years. Pavement evaluation employing the Falling Weight Deflectometer (FWD) and the Ground Penetrating Radar (GPR) can provide valuable information about pavement performance characteristics and be a very useful tool for project pr...
Article
This study investigated many important issues associate with pavement surface friction testing, in particular using the smooth tire. This study utilized 3-D FEM program to investigate the fundamental friction phenomenon in light of energy dissipation during friction process. It was demonstrated that the pavement friction depends on many factors suc...

Citations

... points/ year. Li et al. (2013) evaluated the surface properties of UBWC pavements based on surface friction, and surface macrotexture, and found that UBWC is ''capable of providing sufficient and consistent skidding resistance to allow quick opening to traffic. The study concluded that UBWC can provide sound, durable surface friction, but requires highly polish-resistant aggregates.' ' Ji, Nantung, and Tompkins (2015) investigated the functional and structural benefits of UBWC applications using the Pavement Condition Rating (PCR), Structural Number (SN), and International Roughness Index (IRI) for in situ performance evaluation on UBWC and the four control sections (SR-58, SR-69, SR-68, and SR-145). ...
... e friction force developed at the tire-pavement contact zone is called skid resistance [6]. Skid resistance is a measure of safety for driving on the road surface and has a great role in reducing accidents especially in wet weather conditions [7]. According to a report, approximately 14% of the total fatal road accidents occur in wet weather conditions [8][9][10]. ...
... With the development of the emerging three dimensional (3D) laser scanning devices, high-resolution and high-precision pavement texture parameters can be measured [9][10][11][12]. Based on 3D pavement texture data, various methods were used to study the pavement texture features and anti-skid mechanism modeling, such as power spectral density analysis [13,14], wavelet analysis [15] and Hilbert-Huang transform [16] in the field of signal processing technology. ...
... In more recent work, Agbelie et al. [1] proposed a quadrant-based clustering method to compare investments and performance outcomes separately for pavement and bridge preservation across different states in the US. In these two studies, states were placed in four clusters, or quadrants, based on their expenditures and performance outcomes, duly normalized by traffic levels and climate severities. ...
... Based on many years of practical experience in Japan, the concept of HVA was proposed to improve the long-term performance and durability of porous asphalt mixtures. For HVA, the dynamic viscosity at 60°C is a key parameter [11][12][13]. e higher its value, the better the high-temperature performance, deformation resistance, and cohesiveness of asphalt binders [9]. However, with the increase of dynamic viscosity at 60°C, the viscosity of HVA at 135°C is also higher than that of the ordinary modified asphalt binder [14]. ...
... To meet the quality requirements, DOT inspection staff, such as inspectors and material technicians, conduct and verify the results of material inspection processes (14,15). Depending on production methods, the inspection process may occur on-site, such as visual field inspection, or off-site, such as source inspection (4,16). As shown in Figure 1, material production methods include site-produced, standard and prefabricated, and plant-produced materials. ...
... After the damaged specimens were treated by ST emulsions, the BPN values of the PA mixtures were also reduced from 75.5 to 65.1, but it can still meet the minimum requirement of 45 in accordance with the Chinese standard JTG 5142-2019. The previous studies indicated the BPN values can quickly recover after the roads are open to traffic for several months [34,35]. Therefore, the ST emulsion may only negatively affect the functional performances of the PA mixtures in the short term, but the effect is considered overall acceptable. ...
... Pavement surfaces with a larger PSV possess a higher friction coefficient. Pavement surfaces with high PSV coarse aggregate have a higher skid resistance, which improves vehicle safety [6][7][8]. Therefore, the relevant technical specifications of asphalt pavements in China have clear requirements and provisions on the PSV of coarse aggregate, which is a key index for determining whether a certain aggregate can be used in the anti-sliding abrasion layer of an asphalt pavement. ...
... This suggests that the minimum SN recommended by Kummer and Myer was based on the standard rib tire. For the standard smooth tire, the study by Li et al. (2005a) shows that the minimum SN is approximately 20-30 at 64 km=h (40 mi/h). ...
... The value calculated for the fully bonded condition was 37.3 inches (947 mm) versus the unbonded condition which was 32.5 inches (825 mm). Li et al. [2004] reported that the degree of bonding of a UTW pavement could be determined using pavement deflection analysis. The methodology employed was very similar to the comparison that was just conducted in that the limits of the fully bonded and unbonded condition were used to frame the extremes expected for a given parameter. ...