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IPPTA (Indian Pulp and Paper Technical Association) Journal is a well-known journal in the Indian pulp and paper fraternity with a publishing history of fifty-five years. This study presents a bibliometric overview of articles published in the IPPTA Journal during 2005-2019. This is the first bibliometric study of a journal completely dedicated to pulp and paper research. The bibliometric analysis included analysis of article distribution, subject classification, authorship pattern, author productivity and collaboration, geographical distribution, references, keywords, prominent institutions, and citations. It also accounts for Lotka's law of scientific productivity, relative growth rate, doubling time, frequently contributing authors and top-cited articles. It was found that during this period 830 articles were published in IPPTA Journal. The average number of articles published per year in the journal is ~56. A total of 2361 authors from 27 countries and 339 unique institutes were identified in these articles. These articles contained 1009 unique keywords, used 5968 references, and received 561 citations. 74.10% of articles were contributed by joint authors. Out of the total 5968 references cited in this journal during the period of study, 48.51% were sourced from journal articles. The overall degree of collaboration, modified collaboration coefficient, average author per article, productivity per article, and collaboration index were calculated to be 0.7410, 0.5030, 2.8446, 0.3515, and 3.8390, respectively. Nonetheless, highlighting various interesting features, this analysis also detected certain inadequacies that need to be resolved for further improvement of this journal.

A non-destructive testing method suitable for network-level pavement structural evaluation is the traffic speed deflectometer (TSD) test. However, the analysis of TSD measurements still needs a proper parameter back-calculation procedure, which requires an accurate and efficient forward calculation model. As a first step to solving this issue, a nonlinear spectral element model which can simulate TSD tests of asphalt pavements is developed. The model is used to investigate the characteristics and parameter sensitivity of the response of asphalt pavements caused by the TSD loading. The results indicate that the vertical deflection curve along the direction of movement observed on the asphalt pavement surface is slightly asymmetric, and the maximum deflection appears behind the centre of the loading area. In addition, the slope curve of vertical deflection is highly sensitive to the magnitude of the applied force, the moduli of the base layer and subgrade, and the thicknesses of the asphalt layer and base layer. Furthermore, the slope curve is relatively sensitive to the glassy modulus of the asphalt layer. Because of its good predictive capability and high computational efficiency, the proposed model has the desired characteristics to be used as the computational kernel for parameter back-calculation procedures of TSD measurements.

Safe highway operations are one of the major concerns of pavement engineers and authorities. The reduction of skid resistance during rainy weather poses high risk for safe driving. Wet skid resistance varies under different rainfall intensities and is influenced by many factors such as permeability of asphalt material, pavement geometric design, and tire operating conditions. Empirical studies could offer useful understanding of mechanisms of wet skid resistance and its influencing factors, however, the applicability of the empirical relationships are restricted as soon as there is a change in one of the relevant factors. In recent years, the advancement of the finite element tools has enabled researchers to simulate the tire-fluid-pavement interaction in a more realistic way. However, to the best of the authors’ knowledge, the current available numerical models either do not include the real microstructures of the pavement or ignore the water infiltration through the pavement voids in the simulations. Therefore, this paper aims to providing a numerical tool to evaluate the wet skid resistance at various rainfall intensity conditions considering the effects of pavement geometric design, tire tread design and tire operating conditions. The surface characteristics and porous microstructures of the pavement are included in the model in a way that both the vertical water flow into the asphalt concrete and surface flow on the pavement can be captured in the simulation. The effects of several pronouncing influential factors as mentioned above are quantified. Such a model upon validation is expected to provide an easy and reliable tool for pavement engineers to evaluate wet skid resistance under rainy weather more accurately which can be incorporated into pavement management systems for safety highway operation.

Within the pavement engineering community, open graded mixes (OGM) are regarded as mixes capable of reducing noise and improving wet skid resistance. However, during their design life, these asphalt mixes are known to suffer from a particular distress type known as raveling. This results in a premature failure of a road network. In order to study the propensity of OGM to raveling, homogenization-based approaches are considered to be accessible and effective. One of the most widely accepted homogenization models for asphalt concrete is proposed by Christensen et al. Several studies related to homogenization techniques have been conducted in the past; however, to the best of the authors’ knowledge not a lot of attention has been paid to the study of OGM by means of homogenization models. The other limitation of the Christensen model is that some parameters are difficult to physically understand. Under the above realization, the objective of the paper is twofold: (1) to propose a modification of the Christensen model for OGM; and (2) to verify the modified model’s capability in predicting the mechanical properties of OGM. In general, it was found that once the proposed factor is calibrated for a given OGM by laboratory tests the obtained results are accurate.

In the Netherlands, more than 80% of the highways are surfaced by porous asphalt (PA) mixes. The benefits of using PA mixes include, among others, the reduction of noise and the improvement of skid resistance. However, pavements with PA mixes are known to have a shorter lifetime and higher maintenance costs as compared with traditional dense asphalt mixes. Raveling is one of the most prominent distresses that occur on PA mix pavements. To analyze the raveling distress of a PA mix pavement, the stress and strain fields at the component level are required. Computational models based on finite element methods (FEM), discrete element methods (DEM), or both, can be used to compute local stress and strain fields. However, they require the development of large FEM meshes and large-scale computational facilities. As an alternative, the homogenization technique provides a way to calculate the stress and strain fields at the component level without the need for much computation power. This study aims to propose a new approach to analyze the raveling distress of a PA mix pavement by using the homogenization technique. To demonstrate the application of the proposed approach, a real field-like example was presented. In the real field-like example, the Mori–Tanaka model was used as a homogenization technique. The commonly available pavement analysis tool 3D-MOVE was used to compute the response of the analyzed pavement. In general, it was concluded that the homogenization technique could be a reliable and effective way to analyze the raveling distress of a PA mix pavement.

Safe runway operations are an important consideration and challenge for airport authorities. Investigations have shown that runway friction is greatly reduced during wet weather operations. Any traction failure during high-speed landing and take off of an aircraft could lead to accidents and loss of human life. In practice, runway friction is estimated with a ground vehicle, such as continuous friction measuring equipment equipped with a Pavement International Association of Road Congress (PIARC) tire. Recommendations for safe runway friction are based on statistical correlations between such devices and aircraft tires. However, such correlations do not incorporate the variability of the field conditions to the test condition. This paper presents an approach that uses a three-dimensional finite element (FE) model capable of simulating a rolling aircraft tire at any given operating conditions. The highlight of the approach is the consideration of FE meshes of asphalt surfaces rather than artificial surfaces. The model was used to determine the effect of aircraft tire operating conditions on runway friction. The trends of results predicted by the model agree with the previous experimental studies on aircraft tires. It was also found that the computed wet friction of a PIARC tire and an aircraft tire are different, particularly for the extreme operating conditions of tire inflation pressure and water depth. This result indicates that an intrinsic variability exists between the friction coefficients of an aircraft tire and a PIARC tire.

A state-of-the-art review of key parameters that influence measurement and modeling of skid resistance of asphalt pavements is provided. Tire-pavement interaction/friction is discussed and the current harmonization method of friction measurements questioned. The latest developments on pavement surface texture measurement and characterization are highlighted. A critical review of aggregate properties affecting friction, the frictional properties of asphalt mixtures and the influence of environmental factors on skid resistance is presented. An overview of modeling efforts entailing different aspects of tire-pavement friction is also presented. The frictional performance of asphalt pavements largely depends on the type and quality of coarse aggregates used. The different hot mix asphalt (HMA) classifications generally have similar microtextures. Their frictional performance follows the same order as their macrotextures. There is need for experimentally-validated skid resistance prediction models, especially for warm surfaces. Such models should account for tire and pavement surface texture characteristics, and the influence of environmental factors. Some other research needs are also identified.

Within the pavement engineering community, porous asphalt (PA) mixes are regarded as mixes capable of reducing noise and improving wet skid resistance. However, these mixes are likely to have the distress of ravelling. In order to analyse the propensity of a given PA mix for ravelling, the homogenisation technique can be considered as an attractive method. Along the line of the homogenisation technique, micromechanical models have been used to predict the stiffness of asphalt mixes. However, it was found that the predicted results were not in good agreement with the experimental values due to the fact that the stiffness of interacted aggregates was not accurately accounted in the models. To deal with this issue, it is important for researchers to study the stiffness of the interacted aggregates network and its role in the behaviour of a given mix. Based on this realisation, this paper provided a methodology to estimate the stiffness of the stone-on-stone skeleton and its role in the overall response of PA mixes. The results showed that the predicted stiffness of the stone-on-stone skeleton is dependent on the loading frequency/temperature and the compaction effort. The frequency response of the stone-on-stone skeleton is similar to that of the mix.

In order to design high-performance roadways, a robust tool which can compute the structural response caused by moving vehicles is necessary. Therefore, this paper proposes a spectral element method-based model to accurately and effectively predict the 3D dynamic response of layered systems under a moving load. A layer spectral element and a semi-infinite spectral element are developed to respectively model a layer and a half-space, and the combinations of these two elements can simulate layered systems. The detailed mathematical derivation and numerical validation of the proposed model are included. Additionally, this model is used to investigate the dynamic characteristics of a pavement structure under a moving harmonic rectangular load. The results show that the proposed model can accurately predict the dynamic response of layered systems caused by a moving load. It is also found that the vertical displacement amplitude curves of surface points caused by a moving harmonic load are asymmetric along the moving direction, and this property is more dominant at higher velocities. In addition, the amplitudes of these vertical displacements are smaller if the loading frequency is higher or the loss factor is bigger. Finally, the loading area and Poisson's ratio only have effect on the displacement amplitudes of points in the close vicinity of the loading area. The proposed model is beneficial to the development of engineering methods for pavement design and is a promising parameter back-calculation engine for pavement quality evaluation.

Road traffic is a major source of noise pollution. Road authorities and pavement researchers have been trying to reduce this noise pollution by laying quieter pavement surfaces. Poroelastic road surfaces (PERS) have been found to be the most effective solution because they are very porous and elastic in nature compared with conventional dense asphalt surfaces. However, the structural performance of PERS pavement under heavy traffic loads is still unknown. The aim of this study was to determine the critical stresses experienced by PERS pavement under heavy loads applied by a wide-base truck tire. For this purpose, finite element (FE) simulations of a wide-base truck tire rolling over a PERS pavement system were performed for various material properties of PERS and adhesive layers, speeds, tire loads, and inflation pressures. From the FE model results, the critical stress envelopes were constructed by using the concept of stress invariants. Stress invariants represent normal and shear stresses that might cause the PERS layer to fail under the critical combination of material, loading, and operating variables and therefore act as design indicators. The FE results showed that the higher contact pressures and the lower material stiffness resulted in higher stress invariants. It was also determined that the stiffness of the adhesive layer influenced the response of the PERS layer. The current study demonstrated a robust methodology for assessing the performance of a thin PERS layer pavement system under rolling–truck tire operating conditions.

Development of large scale commercial pulping and papermaking processes using agricultural solid residues as raw materials is ecologically and environmentally important. This paper reports pilot scale soda-anthraquinone pulping of palm oil empty fruit bunches and elemental chlorine free bleaching of resulting pulp using DEpD sequence. The physical and morphological properties of resulting bleached and unbleached pulp fibres along with yield have been determined. The pilot scale unbleached pulp exhibited brightness 31.4%, kappa number 18, viscosity 845 mL/g, tensile index 59 Nm/g, burst index 5 kN/g and tear index 7.8 mNm 2 /g with a yield of 48% and bleached pulp resulted in brightness 85%, viscosity 650 mL/g, tensile index 48 Nm/g, burst index 4.70 kN/g and tear index 9.1 mNm 2 /g. Comparison of these values with those obtained at lab scale by various researchers through different processes revealed that the operating conditions adopted in this study can be successfully implemented at a paper mill for commercial production of pulp and paper from palm oil empty fruit bunches.

ZOAB (Zeer Open Asphalt Beton) is the most widely used asphalt mixture in the Netherlands. As a type of open asphalt mixture, it is known to suffer from raveling distress. In order to analyze the propensity of raveling, micromechanical models are considered effective. However, most of the research work about micromechanical models has focused on dense asphalt mixture and the application of these models on ZOAB mixes has not been paid adequate attention. Therefore, in this research study, the performance of various micromechanical models for predicting mechanical properties of ZOAB was evaluated. The predicted results were compared with the measured values from a dynamic uniaxial compression test. The analysis results showed that none of the applied micromechanical models could obtain acceptable predicted results of the dynamic Young’s modulus and phase angle of ZOAB. On one hand, the Dilute model, the Mori-Tanaka model, the generalized self-consistent model and the Lielens’ model provided lower values of dynamic Young’s modulus and higher values of phase angle, whereas, for the self-consistent model, the predicted results of dynamic Young’s modulus were higher, and the values of phase angle were lower. On the other hand, the shapes of the predicted master curves of both dynamic modulus and phase angle of ZOAB could not match well with the experimental results. The further research on the differential scheme method showed that at lower frequencies the predicted mechanical properties of ZOAB mixes by the applied micromechanical models could not be improved even by following this scheme.

Failure behavior of asphalt mixture is the process of local deformation accumulation, therefore, local deformation investigation is the base work of failure behavior. Digital image correlation (DIC) method is an optical method which can calculate the local deformation in the failure process. This paper aims to evaluate the precision, select the optimal test parameters for DIC deformation measurement based on natural speckle image, and investigate the local deformation characteristic in the failure process for different mixtures. The results show the image quality of AC with smaller normal maximum aggregate size (NMAS) is better for DIC deformation calculation, the relative deviation of virtual translation and shear test can satisfy the precision requirement, the optimal subset size is 31. Based on the strain distribution, the optimal local deformation measure length for indirect tensile test is set as 50 mm, the critical steady strain is proposed based on R2 obtained by the least squares fitting method, according to local deformation characteristic, the results show SMA can bear more deformation before unstable deformation stage and failure.

Tyre operating temperature is an important concern for both tyre manufacturers and highway agencies which is known to have a major influence on the tyre traction. Most of the past tyre–pavement interaction studies were focused on the performance of the tyre while giving limited importance to the effect of the pavement texture profile. This paper presents a methodology of coupled thermomechanical finite element (FE) model to determine the progressive temperature development in tyre cross section. The model is developed for a test tyre rolling over an FE mesh of an asphalt pavement surface, and the effect of the developed temperature on the hysteretic friction is evaluated. Such a model will enable tyre manufacturers to come up with optimised tyre design; on the other hand, road agencies can design their friction test protocol. In this study, an attempt has been made to examine the developed tyre–temperature in time at different regions of tyre.

Good pavement macrotexture has a direct influence on vehicle safety during wet weather conditions by improving vehicle traction and braking ability. Apart from the macrotexture, several other factors, such as environmental, tire, and pavement-related characteristics, affect the wet friction. Most experimental studies had a limited scope of reusability as soon as there was a change in any of the other factors. In recent years, the development of powerful finite element tools has made it possible to simulate complex wet tire–pavement interaction as close as possible to the actual field conditions. However, to the best of the authors’ knowledge, none of the past analytical and numerical studies were able to include the actual pavement surface texture in their analysis. This paper describes an approach to study the effect of actual surface morphologies of asphalt pavements on the wet friction coefficient by using the finite element method. Asphalt surface morphologies representative of open-graded mix to close-graded mix were used in the finite element analysis. The finite element model was duly calibrated with the field investigations conducted with state-of-the-art field equipment. The extreme loss of wet friction, which ultimately led to the risk of hydroplaning, was also studied. The analyses were performed for two water film thicknesses, two tread patterns, and two tire slip ratios. The results from the current study can be used as safety indicators of in-service asphalt pavements under wet and flooded conditions.

Field experience shows that most road accidents that occur during turning maneuvers are caused by the loss of vehicle control. The loss of vehicle control is often related to a lack of sufficient friction between the tire and the pavement surface. In experiments and analytical studies, the overall antiskidding performance of a pneumatic tire has been observed to be affected by operating conditions, road texture, and surrounding temperatures. Interactions of these parameters create a complex relationship between their combined effect and the tire's ability to combat skidding. One way to analyze the cornering maneuvers of a vehicle is by means of a validated finite element tool that can carry both the tire and the pavement properties. Few computational studies have been conducted to study the cornering performance of a rolling pneumatic tire, and none of these studies included the role of pavement surface morphologies in their analysis. In this study, a thermomechanical framework was used to analyze the influence of temperature on cornering friction. The cornering friction coefficient was found to decrease with an increase in the loads and the speeds. The cornering friction coefficient was found to increase with an increase in inflation pressure, sideslip angle, and pavement surface texture depth. The proposed study contributes to an understanding of the cornering performance of passenger car tires.

The main objective of the present investigation is to assess the usefulness of agricultural and industrial waste as a soil admixture, and focused to improve the engineering properties of soil to make it capable of lower layer of road construction. Present investigation describes the behavioral aspect of soils mixed with industrial waste materials viz. fly ash (FA), rice husk ash (RHA) & bagasse ash (BA) and agricultural waste material rice straw ash (RSA) to improve the load bearing capacity of the soil. Clayey soil has been considered using four different types of stabilizer viz. FA, BA, RHA & RSA ranging from 5 to 35% by weight of soil. The physical and chemical properties of these stabilizers were ascertained and compared. Admixing of all these stabilizers improve soaked CBR values substantially and dramatic reduction in dry density was observed.

General approach for determining the suitability of a feedstock for pulping and papermaking includes chemical-morphological analysis, cooking experiments, pulp characterization, and physico-chemical properties evaluation. This work attempts to simplify this raw material selection problem using a multi-criteria decision making (MCDM) approach exclusively on the basis of chemical–morphological analysis. Technique for order preference by similarity to ideal solution (TOPSIS) has been applied to the decision making unit comprising chemical and morphological characteristics of three Eucalyptus and Leucaena varieties to evaluate and rank them according to preference for pulping and papermaking. The applicability of the proposed methodology has been illustrated through three examples collected from literature. Results obtained in this investigation are in confirmation of the results published in literature. It reveals that the proposed method is practical, feasible, and easy to apply for pulp and paper based raw material selection. © 2013 American Institute of Chemical Engineers Environ Prog, 33: 1034–1041, 2014

Stopping distance includes driver thinking distance and braking distance. Braking distance is one of the basic standards for road design and maintenance practices. Adequate tire–pavement skid resistance plays a significant role in reducing braking distance and consequently enhancing road safety. With technology such as the antilock braking system, the friction force is maximized by applying the brakes repeatedly, in an on-and-off pattern, such that the braking distance is shortened. Several studies have shown the effect that some parameters, such as water film thickness, tire inflation pressure, and wheel load, have on braking distance. Less discussed is the effect of slip ratio, temperature, and pavement surface characteristics. Measuring the braking distance in the field is energy-consuming and time-consuming, and there are uncertainties in the environmental conditions as well. General approaches to calculating braking distance are based on basic mechanics principles. To the authors’ knowledge, a model that can simulate the whole braking process is not available. The presented study proposes a way to predict braking distance by means of finite element modeling only. A model that can include the effect of parameters such as temperature, slip ratio, and pavement surface characteristics on the braking distance is introduced.

Grooving of pavement surface and tire tread has been accepted as good practice to enhance road travel safety against wet weather skidding and hydroplaning. Many guidelines on this practice have been derived from findings of experimental studies and field experience. However, theoretical studies to provide insights into the factors and mechanisms involved are lacking. A theoretically derived analytical simulation model was used to study the relative effectiveness of pavement grooving and tire grooving in reducing vehicle hydroplaning risk. Three basic grooving configurations were considered: ungrooved, longitudinally grooved, and transversely grooved. There are nine different combinations of grooving configurations. To form a common basis for comparison, constant values of groove width, groove spacing, and water-film thickness were considered in the computation of hydroplaning speeds for different groove depths. Transverse grooves performed better than longitudinal grooves in raising hydroplaning speed (i.e., reducing hydroplaning risk), and pavement grooving was a more effective measure than tire tread grooving in reducing hydroplaning risk. Further detailed examinations of the results were conducted to study the practical implications of the findings. For longitudinal grooving, which is commonly adopted in highways, pavement and tire grooving are of equal importance in their contributions toward reducing hydroplaning risk. In the case of runways where transverse grooving is the standard practice, pavement grooving is the dominating component in guarding against hydroplaning.

Poro Elastic Road Surfacings (PERS) as a substitute for conventional noise barriers or other traditional pavement surfacings like open graded mixes are currently attracting significant attention. Ascertaining the durability of PERS material itself and its bonding with the underlying pavement layer against high traffic and high load intensities is of primary importance. In this contribution, results are presented of nonlinear finite element simulations of a high volume pavement profile comprised of a PERS top layer bonded to a conventional open asphalt top layer. Traffic loading was applied by means of a simulated truck tire moving load for various operating conditions. The paper focuses on investigation of the influence on the structural pavement response of various loading conditions and material properties of PERS and adhesive layer. The study concludes with guidelines for the optimum combination of design parameters that lead to increased durability of pavements constructed with a PERS top layer.

In the present study, a three dimensional hydroplaning model was developed to quantify the hydroplaning speed at different operating conditions of tire under flooded pavement conditions. The hydroplaning speed was simulated for no slip and partial slip cases of tire. The hydroplaning speed was also computed for different yaw angles for rolling cases. Loss of braking traction due to hydroplaning is characterized by computing longitudinal friction force with respect to a variety of slip speeds up to hydroplaning. Impending hydroplaning risk on directional stability of vehicle was studied by plotting the cornering force against a range of rolling speeds up to hydroplaning. The fluid-structure-interaction was performed by means of the Coupled Eulerian Lagrangian approach in the finite element context. The proposed model provides insight on the influence of hydroplaning conditions on braking and steering efficiency of a vehicle.

Hydroplaning speed is known to vary over a range of tire slipping conditions from free rolling to completely skidding. An attempt has been made to simulate two extreme conditions of hydroplaning i.e. when the tire is completely rolling (0% slip) and a completely locked tire (100% slip). ASTM standard smooth tire moving over the plane pavement surface is considered in the model. The analyses showed that the hydroplaning risk associated with the locked tire is more than the rolling tire. The modeling was carried out using the commercial finite element software package, ABAQUS.

Maintenance and rehabilitation strategies of pavements are usually made based on the results of performance evaluation. An efficient tool for pavement structural evaluation at network level is the traffic speed deflectometer (TSD) test. In order to deal with TSD measurements, this paper proposes a parameter back-calculation technique. Firstly, the sensitivity of the surface response for an elastic pavement structure with hysteretic damping to different structural parameters is investigated. Then, the ability of the parameter back-calculation technique is verified by conducting a case study. The results show that the proposed technique is able to back-calculate the structural parameters of pavements by analysing TSD measurements. The presented work contributes to the development of parameter back-calculation techniques for the TSD test.