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6th International Conference on Accelerated Pavement Testing , NANTES, FRANCE, 27-/09/2021 - 29/09/2021; The concept of truck platooning is to take advantage of the connectivity technologies and automated driving support systems to link trucks in close formation (convoy) in order to increase transport efficiency, reduce fuel consumption and gas emissions while improving road safety. However, closely guided trucks following each other could have a different impact on road structures than the usual truck traffic. Notably, different studies with traffic simulators highlight the significant effect of the wander pattern of traffic on the damage observed on test road structures. On the other hand, the positioning systems could offer the opportunity to choose an optimized wander pattern of the trucks within the platoons, especially designed to mitigate the overall damage. In this context, the study reported in this paper addresses, through numerical simulations, the multi-loading effects of truck platoons on road structures for different configurations of wander patterns. The aggressiveness of these patterns is evaluated on the basis of the viscoelastic response of the pavement structures (strain field) computed using software ViscoRoute\textcopyright 2.0. Finally, recommendations on the choice of wander pattern configurations to be tested on APT facilities are proposed.

When dealing with the construction of a bridge or the assessment of an existing bridge to traffic loads, one important point is the prediction of reliability levels for critical details to the expected traffic loads in its remaining lifetime: this is done here for details of a steel-orthotropic bridge deck based on limited traffic monitoring data. A comparison of results from different statistical approaches is made by analyzing the recorded data for the traffic actions: to do that, the work begins with the writing of limit state functions for the ultimate limit state using various probability distributions, to evaluate the corresponding reliability indexes. Indeed, three methods to assess extreme values, Generalized Extreme Value, Peaks-over-Threshold and Level Crossing Counting, are applied. Therefore, one of the extrapolation methods that have been used in the background works for the European Norms (Eurocode 1) is treated here. Moreover, the comparison with the European design load model and the corresponding ultimate limit state is made.

26th PIARC World Road Congress, ABU DHABI, EMIRATS ARABES UNIS, 06-/10/2019 - 10/10/2019; In Europe, regulation on weights and dimensions of trucks are prescriptive, rather than performance based, as it is introduced in some other countries (Australia, Canada, South Africa). The performance based standards (PBS) allow more flexibility in the vehicle design and optimize their performances with respect to the infrastructure constraints. Thus, PBS facilitate innovation and industrial progresses, while mitigating adverse effects on infrastructure and road safety. Therefore, the European project FALCON (2016-2018), supported by CEDR proposed a methodology for the development of performance-based criteria and future PBS in Europe. This paper presents the approach developed for bridges and pavements criteria assessment and implementation. For bridges, an exhaustive catalogue of structures has been developed, made of a pool of influence lines representative of the European bridge stock. Then, several design traffic load models used in the EU Member States, including the load models proposed in the Eurocode EN1991-2 Traffic loads on road bridges have been applied and compared on these structures. The governing load models and structures for the current traffic loads have been determined. This enabled proposing a performance-based standard approach, using either a bridge formula or a well-chosen upper limit of the load effects induced by the authorized heavy vehicles. For pavements, a catalogue representing the standard, bituminous and rigid, European pavement structures was developed. The various wears have been reviewed, and design criteria have been listed. The individual impacts of the vehicles of a reference fleet have been calculated, making possible to rank them in terms of aggressiveness for the pavement. That paves the way for a future PBS approach of heavy vehicle type approval, or a revision of the European Directive 2015/719 on commercial vehicles weights and dimensions. It also opens new perspectives to develop a SIAP (Smart Infrastructure Access Programme) to be implemented on the Trans-European road Network, as a tool to enhance the durability of the existing infrastructure with the lowest restrictions on the road freight movements.

The 11th International Conference on Mathematical Methods in Reliability, HONG KONG, CHINE, 03-/06/2019 - 07/06/2019; Predicting reliability levels for critical details of bridges based on limited statistical traffic data is a relevant topic nowadays. That is why the comparison between results from various statistical approaches based on the recorded data for applied traffic actions is the main point of interest of this work. The object of the current study is the famous Millau viaduct, a cable-stayed bridge with the steel orthotropic deck located in Southern France. Values of load effects that are used in analysis are derived from a finite element model of a part of the deck. They are based on data from traffic monitoring that is provided from the bridge Weigh-In-Motion system covering several months of axle loads, distances and speeds of heavy trucks. The methodology is based on a definition of limit state functions based on several statistical distributions in order to assess and compare reliability indexes for the ultimate limit state. It includes a comparison between different approaches of extreme values theory, the methodology proposed in background works for European standards and the design load model. Moreover, this work covers the influence of applied loads of a high amplitude, as global effects, onto stresses from axle loads, as local effects.

TRB, Transportation Research Board Annual Meeting, WASHINGTON, ETATS-UNIS, 13-/01/2019 - 17/01/2019; Due to a request to open the Normandy bridge in France to abnormal loads, some detailed investigations have been carried out on the current traffic loads, and on the expected fatigue lifetimes, with and without the abnormal loads. This long span cable-stayed bridge is made of a steel orthotropic deck, quite sensitive to fatigue under traffic loads. Using the simplest standardized fatigue load model of the Eurocodes (LM3 of Eurocode 1991-2) is much too conservative and leads to unrealistic calculated lifetimes of a few years. Therefore, a real traffic load assessment was performed with a Weigh-in-Motion (WIM) system. A bridge WIM (B-WIM) system has been installed on the bridge, and the traffic loads were measured continuously over 7 months. The influence lines of the most sensitive details, mainly at the welds between deck plate and longitudinal stiffeners, at various transversal locations, were re-calculated with a 3-D finite element model (FEM), and compared to former measured influence lines. Fatigue lifetimes were assessed using the Miner's law, using successively a simplified load model made of a standard tridem axle, the measured traffic loads on the Normandy bridge, some measured traffic loads on other French motorways, and finally with a superimposition of the current traffic loads and the expected abnormal loads. The transverse location of the wheels on the deck has a great influence on the fatigue damage. With all these results, pratical recommendations were delivered to the bridge concessionary about the acceptability of the abnormal loads.

15 th International Symposium on Heavy Vehicule Transport Technology : HVTT 15, ROTTERDAM, PAYS-BAS, 02-/10/2018 - 05/10/2018; In Europe, the regulation on weights and dimensions of trucks are complex : European rules are given by EC Directive 96/53/EC as modified by Directive (EU) 2015/719 [1]. These rules apply for international traffic, but countries can decide to add specific national rules. Moreover, these rules are often different from one country to another, due to policy choices and local history. More specifically, the impact of trucks on infrastructure has not always been the primary fact for defining these rules. But in other countries or other research domains, performance based standards (PBS) are used to determine what is allowed, in terms of performance. For example, vehicles may be allowed in terms of their induced damage on bridges (Bridge Formula, see [2]) or dynamic behavior (PBS as in Australia for example). In another context, materials and structures are now often defined in calls for tender in terms of performance (durability, resistance for example).In this context, the work package (WP) C (Fit for purpose road vehicles to influence modal choice) of CEDR project FALCON (Freight And Logistics in a multimodal CONtext) aims at developing Performance Based Standards [3]. For that, the first step is to create a state-of-the art of the European situation concerning vehicle policy and infrastructure. This paper summarizes this work: the first section gives insight on the European vehicle policy. The second section presents the infrastructure catalogue developed within the FALCON project. Finally, these infrastructure elements are characterized in terms of design criteria in Section 3.

15 th International Symposium on Heavy Vehicule Transport Technology : HVTT 15, ROTTERDAM, PAYS-BAS, 02-/10/2018 - 05/10/2018; Traffic has a damaging effect on infrastructures. Concerning pavements and bridges, this damage is linked to the weights and dimensions of heavy truck traffic. Therefore, assessing and comparing the effect of various types of trucks on infrastructure is important. In this article, the article presents the work done within CEDR project FALCON: representative European infrastructure has been selected, with its design criteria. Then the truck fleet developed within the project has been assessed on these infrastructure elements. For both pavements and bridges, the underlying assumptions for assessment are given, the structures to be assessed are given and some conclusions are drawn. It is shown that a given truck may be damaging for one type of infrastructure, but not for another. Therefore, it is important to assess the vehicles on a representative road network.

15th International Symposium on Heavy Vehicule Transport Technology : HVTT 15, ROTTERDAM, PAYS-BAS, 02-/10/2018 - 05/10/2018; The FALCON project ('Freight and Logistics in a Multimodal Context') is a collaborative effort funded by the Conference of European Directors of Roads (CEDR), and has set out to address ambitious carbon emission reduction targets set by the European Commission. A primary goal of the project is to define a potential Performance-Based Standards (PBS) framework for cross-border road freight transport in Europe. First, a representative fleet of heavy vehicle combinations carrying modular loading units was formulated in collaboration with industry. The fleet was then simulated against a wide range of potential performance standards sourced from various countries. These findings together with expert opinion were then used to draft recommendations for a PBS framework for Europe.

TRA 2018, Proceedings of 7th Transport Research Arena , Vienne, AUTRICHE, 16-/04/2018 - 19/04/2019; This contribution is based on the European collaborative project TRANSFORMERS (Configurable and adaptable trucks and trailers for optimal transport), which received co-funding from the European Commission. The project has the goal of reducing energy use per tonne.kilometre of goods transported by up to 25%. This is achieved by innovations including: i) Configurable whole vehicle aerodynamics, ii) Improved loading efficiency measures, iii) A distributed, trailer mounted electric driveline known as 'hybrid-on-demand' for truck-semitrailer combinations. The combination of innovations gives the possibility of a semi-trailer combination which can be adapted or re-configured to suit individual transport missions. The paper focuses on providing background to the project, an overview of the innovations developed within the project, and the main conclusions that were drawn from the wide range of work undertaken within the project. It covers both the 'Energy Efficiency' and the 'Load Optimisation' trailers which were developed and tested within the project.

To examine the reliability of existing structures, environmental and traffic situations leading to extreme effects, have to be considered. For instance, in the case of given bridges, it is necessary to take intovaccount the influence of wind, as well as its combination with extreme effects due to traffic. As a part of the European project INFRASTAR, research in this area is carried out on the Millau viaduc (France). In the recent study, two months of Weigh-In-Motion (WIM) data have been used for evaluation of effects from traffic. Effects caused by the wind have been obtained from values measured at the highest level of bridge towers by Supervisory Control And Data Acquisition (SCADA) systems. Methodic studied by [1] is used for statistical analysis of traffic loads ; wind effects are applied according to [2] and [3]. Results include responses of the bridge to combinations of the worst case of vehicles position with extreme values of the wind at the most unfavorable direction. The main objective of this paper is an observation of the influence of the wind on the bridge behavior under traffic loading for the future prediction of extreme load cases and estimation of a safety level of structures., Pour étudier la fiabilité de structures existantes, les conditions environnementales et de trafic conduisant à des effets extrêmes, doivent être considérés. Par exemple, dans le cas de certains ponts, il faudra prendre en compte l'influence du vent, ainsi que sa combinaison avec les effets extrêmes dus au trafic. Dans le cadre du projet européen INFRASTAR, des recherches dans ce domaine sont réalisées sur des données acquises sur le viaduc de Millau (France). Dans l'étude préliminaire présentée ici, deux mois de données de trafic (données de pesage en marche, WIM pour weigh-in-motion en anglais) ont été utilisés pour évaluer les effets du trafic. Les effets causés par le vent ont été obtenus à partir de valeurs mesurées au niveau le plus éleÎ des pylônes du viaduc par les systémes SCADA (Supervisory Control And Data Acquisition). La méthode étudié par [1] est utilisée pour l'analyse statistique des charges de trafic ; les effets du vent sont appliqués selon [2] et [3]. Les résultats donnent les réponses du pont aux combinaisons du cas de charge le plus agressif de la position des Îhicules avec des valeurs extrêmes du vent dans la direction la plus défavorable. L'objectif principal de cet article est l'observation de l'influence du vent sur le comportement du pont sous chargement de trafic pour la prédiction future des cas extrêmes et l'estimation du niveau de sécurité des structures.

This deliverable D5.2 assesses the impact of the TRANSFORMERS solutions on bridges, as far as the static and dynamic vertical effects are concerned. The static effect has been assessed in terms of extreme effects and fatigue, and the dynamic effects have been evaluated in terms of interaction with the bridge. As far as these two impacts are concerned, the sensitive parts of the infrastructure have been chosen, independently for the static and the dynamic behaviour of bridges. For the static effect on bridges, simply supported, single span and continuous 2-span bridges with spans of length 10 meters, 20 meters, 30 meters and 50 meters have been chosen, while the considered effects are the bending moment at mid-span and the shear force at the supports. Literature has shown that these are the sensitive infrastructure elements as far as the static effect of traffic on bridges is concerned. For the dynamic effect on bridges, a simply supported bridge with span lengths 10m, 15m and 20m is used for simplified assessment. For the detailed assessment, a solid slab plate deck model is used to represent a bridge with a cross section of inverted T-beams and several span lengths (9, 11, 13, 15, 17, 19, 21 meters). Here again, these are the infrastructure elements that have been highlighted as sensitive and to be assessed. The second step has been to define the truck configurations to assess: until details of the TRANSFORMERS solution were available, standard truck models were chosen, namely the conventional 40t-semi-trailer, a 41t-semi-trailer, a 44t semi-trailer and a 38t- truck-trailer with 2 axles. Then, with the finalizing of the TRANSFORMERS solution, the truck models have been refined in order to compare the effects of the truck + Hybrid on Demand (HoD) trailer combination and the effects of the truck + load optimization trailer. For all these truck configurations, the effect on bridges has been assessed and compared. When considering the 40t semi-trailer as reference (impact on bridge normalized to 1.0), the extreme static effect of the chosen truck configurations varies between 0.93 (38T vehicle) and 1.33 (44T vehicle). Similarly, when considering the 40t semi-trailer as reference (lifetime of bridge normalized to 100 years), the lifetime of bridges in good shape and under the sole assumption of static effect of the fully loaded TRANSFORMERS configurations varies between 89 and 136 years. For the dynamic effect on bridge, one can notice that for the bridge scenarios with stochastic road profiles being investigated, changes in values of dynamic amplification factor (usually called 'DAF' in the literature, but called 'DAmF' hereafter to avoid confusing with the TRANSFORMERS partner and OEM DAF) associated to the node location holding the largest static bending moment has hardly been altered with the truck configurations under investigation. Only when the truck has increased (44t) or decreased (38t) in GVW noticeably, DAmF of the bridge response has shown to be affected.

ICWIM7 - 7th International Conference on Weigh-In-Motion, FOZ DO IGUACU, BRESIL, 07-/11/2016 - 10/11/2016; Heavy commercial vehicle overloads contribute to deterioration of infrastructure and increase road unsafety and unfair competition between transport modes and operators. An efficient enforcement system of weights and dimensions at an affordable cost is therefore required. A large scale project was launched by the French Ministry of Transport in 2014 in France, led by IFSTTAR, in cooperation with the Cerema, to demonstrate the feasibility of using high speed weigh-in-motion (HS-WIM) systems for direct enforcement of overloads. This ambitious challenge requires overcoming technological and metrological gaps, and modifying the current legislation. The required tolerances are ±5% for the gross vehicle weight, and ±10% for axle loads for 100% of the vehicles. The methodology is to develop sorting criteria and algorithms, eliminating the outliers, that is to say the weighing data outside these tolerances. The project organization and management is described and the first results are presented in this paper.

ICWIM7 - 7th International Conference on Weigh-In-Motion, FOZ DO IGUACU, BRESIL, 07-/11/2016 - 10/11/2016; Actes de la conférence ICWIM7

TRA2014 Transport Research Arena 2014 Transport Solutions : from Research to Deployment - Innovate Mobility, Mobilise Innovation, PARIS-LA DEFENSE, FRANCE, 14-/04/2014 - 17/04/2014; This book is part of a set of six books called the 'Research for Innovative Transports' set. This collection presents an update of the latest academic and applied research, case studies, best practices and user perspectives on transport carried out in Europe and worldwide. The volumes are made up of a selection of the best papers presented at TRA2014. This book provides an overview of the latest technological innovations in Europe and worldwide, based on ICT and new vehicle concepts, for all modes and all scales (urban, regional, national or international). The authors consider innovation supply, the process of innovation and innovative business models. Some perspectives and solutions are proposed on the deployment of innovation, specifically concerning the transformation of the organization of the system and the relationships between industry, governmental players, operators and users.

TRA2014 Transport Research Arena 2014 Transport Solutions : from Research to Deployment - Innovate Mobility, Mobilise Innovation, PARIS-LA DEFENSE, FRANCE, 14-/04/2014 - 17/04/2014; This book is part of a set of six books called the 'Research for Innovative Transports' set. This collection presents an update of the latest academic and applied research, case studies, best practices and user perspectives on transport carried out in Europe and worldwide. The volumes are made up of a selection of the best papers presented at TRA2014. In this volume 1, recent research works are reported around the triptych : 'transport, energy and environment', which demonstrates that vehicle technologies and fuels can still improve, but it is necessary to prepare their implementation (e.g. electro-mobility), to think of new services, and to involve all actors, particularly enterprises, who whill be the drivers of innovation. Mitigation strategies are studied to promote innovative, multimodal and clean transports and services. Research progress is reported on air pollution, vibrations and noise, their mitigation and assessment methodologies.

RESUME : L'accroissement constant du trafic lourd est l'une des causes majeures de l'orniérage en Algérie. Les travaux antérieurs à l'échelle international ont montrés sans doute que les enrobés à module élevé pouvaient constituer une solution au problème de l'orniérage des routes fortement chargées. Quoique cette technologie à connue une utilisation et des applications nombreuses à l'étranger, notamment en France, son utilisation en Algérie reste très timide dans le domaine de la géotechnique routière. Un projet pilote a donc vu le jour dont les objectifs étaient d'une part d'acquérir le «know how» nécessaire à la formulation, la fabrication et la mise en œuvre de ces nouveaux mélanges, et d'autre part la recherche d'une solution au problème de l'orniérage de routes fortement chargées. Une importante étude de niveau 3 expérimentale au laboratoire a permis de mettre en place une formulation d'un béton bitumineux à module élevé défini comme un mélange de liant bitumineux, des agrégats et des additifs. L'additif utilisé est un Produit Routier (PR) industrie. Ce polymère PLASTomère à 95% (PLAST) est d'une granulométrie de 3 mm. Il est dénommé PR PLAST et offre au niveau de l'enrobé, un triple effet de renforcement. L'ensemble de ces trois effets permet à l'enrobé une amélioration importante des performances des chaussées (l'orniérage et le module d'élasticité) et de leur durée de service. Les caractéristiques principales du PR PLAST sont: la densité variant de 0,910 à 0,965 et le point de fusion de 110 à130 °C. Les auteurs ont déduit aussi de cette étude que l'emploi de ces enrobés spéciaux dans la construction de structures neuves ou de renforcement de chaussées permet ainsi une économie liée aux réductions considérables des épaisseurs (de 8,0 cm à 6,0 cm après compactage), de la teneur en liant moyenne (de 6,5 % à 5,5%) et des performances mécaniques élevées, conformes aux spécifications normatifs (NF P 98 141): couches de roulement et couches de liaison: Bétons Bitumineux à Module Elevé (BBME), ainsi de remédier aux problèmes de la durée de vie des revêtements sous fortes trafics. Pour atteindre cet objectif, les modifications se sont portées sur les squelettes granulaires (plus stables via l'utilisation de granulats et de sables concassés proviennent de la carrière d'El Mellah (Entreprise Nationales des Granulats), l'emploi de bitume 35/50 provient de la société nationale Naftal et qui répond bien aux caractéristiques de cette classe selon la norme NF T 65 001. Cette démarche vise essentiellement à préserver les ressources naturelles et diminuer les dépenses de construction et les travaux de maintenance des réseaux.

Pour répondre à l’incertitude sur les performances des nouveaux liants modifiés aux polymères, des sections expérimentales ont été mises en place en 1988 sur une autoroute suisse. Après 19 ans de service, un bilan de l’expérience a été mené qui montre que l’un des produits ne présente toujours pas de dégradation. Les analyses en laboratoire relèvent la bonne résistance au vieillissement de l’enrobé au liant Styrelf® 13/80. Les valeurs de modules et de résistance à la fatigue sont également remarquables.

Le trafic élevé et lourd du réseau des routes nationales génère du bruit en particulier au contact du pneumatique avec le revêtement. Parmi les mesures de réduction de cet impact, le recours à des matériaux de chaussée ouverts présentant une forte porosité, comme les enrobés drainants (PA), s'avère très bénéfique. Sur les ponts, face à certaines incertitudes de comportement de l'enrobé drainant, l'OFROU a souhaité qu'une étude soit menée afin d'éclaircir l'écoulement de l'eau et le comportement hivernal.