Billy G . Connor | University of Alaska Fairbanks (original) (raw)

Papers by Billy G . Connor

Transportation geotechnics, 2022

This paper presents a fully mechanistic asphalt overlay design procedure for use on microcomputer... more This paper presents a fully mechanistic asphalt overlay design procedure for use on microcomputers. The procedure is based on fundamental characteristics of pavement layer properties and uses a linear elastic layer program ELSYM5 to determine strains at critical locations within a pavement structure. Tensile strain at the bottom of the surface layer is used to control fatigue and compressive strain on top of the subgrade is used to control rutting. Failure criteria developed by the Asphalt Institute have been adopted to estimate the pavement life. The design procedure also considers the seasonal effects on pavement life by considering traffic application and pavement strength variations for each season and determining the pavement damage within each season.

Transportation Research Record, 1982

Seasonal load restrictions have been enforced in Alaska since the first paved road in 1950. The t... more Seasonal load restrictions have been enforced in Alaska since the first paved road in 1950. The time frame and level of such restrictions have historically been based on the experience and judgment of maintenance personnel. This results in a lack of continuity from region to region. A rational load-restriction policy has been developed based on the load-damage relations on a pavement structure. Deflection data are used to monitor the strength of the embankment and thus to provide the information on which to base the time frame and level of restrictions. A policy on overweight-vehicle permits is presented based on the ability of the roadway system to carry the load and the load-damage relations. The policy uses the philosophy that the user pays for any damage in excess of that which would be incurred by legal loading. (Author)

Transportation Research Record, 1981

The contents of this report reflect the view of the authors, who are responsible for the facts an... more The contents of this report reflect the view of the authors, who are responsible for the facts and the accuracy of the data presented herein. The contents do not necessaily reflect the official view of policies of the Alaska Department of Transportation and Public Facilities or the Federal Highway Administration. This report does not constitute a standard, specification, or regulation.

Performance Period Freedom Binder 400 Durasoil Soiltac 1 week .008 (125 sft/gal) .014 (70 sft/gal... more Performance Period Freedom Binder 400 Durasoil Soiltac 1 week .008 (125 sft/gal) .014 (70 sft/gal) .013 (80 sft/gal) 2 week .0125 (80 sft/gal) .020 (50 sft/gal) .017 (60 sft/gal) 3 week .025 (40 sft/gal) .025 (40 sft/gal) .020 (50 sft/gal) Application Rates (gal/sft)  The additional 200-250 trucks per day due to the construction activities had a significant impact on the performance of the dust control measures.  An alternative to reducing the amount of watering required to control dust is to lower the speed limit through the construction zone.

The contents of this report reflect the views of the author, who are responsible for the facts an... more The contents of this report reflect the views of the author, who are responsible for the facts and the accuracy of the information presented herein. This document is disseminated under the sponsorship of

Creation of fugitive dust on unpaved roads results in the loss of up to 25 mm (one inch) of surfa... more Creation of fugitive dust on unpaved roads results in the loss of up to 25 mm (one inch) of surface aggregate annually (FHWA, 1998). On these roads, shearing forces created by vehicles dislodge the fine aggregate fraction (silt and clay) that binds the coarse aggregate. Turbulent airflow created by vehicles loft these fine particles in plumes of fugitive dust that impact health, safety, and quality of life. The loss of these particles results in raveling of the road surface, culminating in large annual losses of surface aggregate. Chemical dust control (palliatives) is an attractive option. However, there are currently no accepted field or laboratory performance testing procedures for chemical road dust palliatives. The lack of a method to predict palliative performance forces engineers and road managers into a trial-and-error methodology or reliance on personal judgment and supplier claims to determine what will work best on their unpaved road or runway surfaces. The overall objective of this research was to finalize the development of a laboratory test procedure for evaluating different dust control formulations and application rates required to effectively control the airborne suspension of dust particles in the size range (aerodynamic diameter) of 10 µm or less.

... Files: HRIS. Pagination: p. 198-202. Authors: Johnson, EG. Connor, BG. Kulkarni, RB. Monograp... more ... Files: HRIS. Pagination: p. 198-202. Authors: Johnson, EG. Connor, BG. Kulkarni, RB. Monograph Title: THIRD INTERNATIONAL CONFERENCE ON MANAGING PAVEMENTS, SAN ANTONIO, TEXAS, MAY 22-26, 1994. CONFERENCE PROCEEDINGS, VOLUMES 1 AND 2. ...

Journal of transportation engineering, Apr 1, 2020

Poor air quality in Alaska's remote communities due to road dust is one of the top environmental ... more Poor air quality in Alaska's remote communities due to road dust is one of the top environmental concerns of residents in these communities. Most communities are disconnected from the road network, with community roads that are predominantly unpaved. In Alaska, high costs limit widespread paving of roads, leaving communities to rely on alternative dust control strategies. The goals for this study were to assess the magnitude and impact of the dust problem in rural Alaska and use a diversity of experience, including regulatory, research, engineering, and cultural, to develop a road-dust management approach for rural Alaska. The plan incorporates different levels of dust management: institutional controls, road watering, chemical dust suppressants, and road surface stabilization. Geographical zones where use of each different dust management level will be most appropriate are identified based on rainfall frequency. Approximately 50% of Alaska's communities can manage road dust with institutional controls and road watering. Many of the road-dust management ideas presented are transferable to other global regions that experience similar economic and community access challenges as Alaska.

Transportation Research Record, 1988

Page 1. Guidelines for Operating g Traffic Signals during Low-Volume e Conditions s AhmedAbdelgha... more Page 1. Guidelines for Operating g Traffic Signals during Low-Volume e Conditions s AhmedAbdelghany, Ph.D. Research Professor Center for Transportation Research University of Alaska Fairbanks PO Box 755900 Fairbanks, Alaska, 99775-5900 ...

With the emergence of technology and applications in transportation practice, the demand for cont... more With the emergence of technology and applications in transportation practice, the demand for continuing education and workforce development is growing. As the Northwest regional transportation research center, PacTrans carries responsibility for transportation workforce development for Federal Region 10. To fulfill this task and address regional workforce development challenges, PacTrans saw a clear need to develop an institute to provide professional training and continuing education for Region 10’s transportation professionals. Bringing together decades of collective experience in educational research and continuing education, the research team established the PacTrans Workforce Development Institute (WDI) to address increasing workforce development needs. Each university has its own strengths in transportation research and education and thus makes unique and meaningful contributions to this project. To better accommodate working professionals’ busy schedules, the PacTrans WDI offers demand-responsive and flexible training services in both on-site and online settings. Through survey and outreach activities, the research team identified the gaps between workforce training needs and existing training opportunities, and it developed training courses to fill these gaps. Specifically, the WDI hasdeveloped and delivered several training courses, such as Understanding and Applying the Manual on Uniform Traffic Control Devices, Incorporating Human Factors into Roadway Design and Crash Diagnostics, Project Management and Key Skill Capability Building. In addition, the WDI hasscheduled the delivery of several training courses, such as Data Analytics and Tools, Geospatial Analysis for Transportation Planners and Practitioners, and An Introduction to School Zone Safety.US Department of Transportation Pacific Northwest Transportation Consortiu

The Third International Conference on Managing Pavements drew 540 delegates from 41 countries. Si... more The Third International Conference on Managing Pavements drew 540 delegates from 41 countries. Sixty-five papers were presented covering the following six conference themes: Appropriate systems; Institutional issues; Analytical issues; Implementation issues; Managing information; and New frontiers. This paper provides a summary of the conference findings in each of these six areas. In conclusion, the following five areas are noted as areas on which attention should be focused in the next few years: Credibility of models; Decision criteria and objective functions; Harmonization and quality management; Better information; and System integration.

Benkelman Beam data have been widely used to design overlays and establish load restrictions. How... more Benkelman Beam data have been widely used to design overlays and establish load restrictions. However, research carried out in Alaska has shown that gross errors can occur from its use in areas where freeze-thaw conditions prevail. It has long been known that the shape of the deflection basin is related to the life of the pavement. As a result, a method has been develooped to determine the damage potential and thaw depth based on Falling Weight Deflectometer (FWD) tests. This method adjusts the measured center deflection to the deflection which would have been obtained had no frozen materials been present in the pavement structure. This adjusted FWD deflection is essentially equivalent to the traditional Benkelman Beam deflection (for relatively thin asphalt-surfaced pavements, at the same test load) so that conventional methods may be used to design overlays and establish load restrictions.

Data in Brief, Feb 1, 2022

The dataset revolves around the laboratory testing of an innovative additive technology for possi... more The dataset revolves around the laboratory testing of an innovative additive technology for possible stabilization of unbound courses in road pavements. The product is a synthetic fluid based on isoalkane and tall oil pitch. Two test types are performed. Repeated load triaxial tests evaluate the elastic stiffness and the deformation properties of both untreated and treated aggregates. Moreover, some specimens are also tested before and after being subjected to freezing-thawing actions. A modified version of the rolling bottle test appraises the integrity with stripping loss on loose aggregates covered by the additive. Considering the necessity for road maintenance and rehabilitation worldwide, experimental data dealing with the stabilization potential of an innovative synthetic fluid stabilizer can be relevant for several road stakeholders.

Transportation Research Record, 1983

Load restrictions have traditionally been based on Benkelman Beam data collected during the sprin... more Load restrictions have traditionally been based on Benkelman Beam data collected during the spring thaw period. However, it has been shown that the shape of the deflection basin significantly affects pavement life. Use of the Falling Weight Deflectometer and the Chevron N-Layer computer program model has shown that the maximum damage potential may occur long before the peak deflection occurs. A method has been developed to adjust the measured center FWD deflection so that the adjusted deflection can be used to design overlays and establish load restrictions in a conventional manner. The method uses the vertical strain in the base course as a damage indicator. The center deflection is then adjusted using the shape of the deflection basin to determine the deflection that would cause the same vertical strain inn a completely thawed embankment. This adjusted deflection seems to be a better indicator of the damage potential to highway surfaces in areas where thaw-weakening occurs. (Author)

Transportation geotechnics, 2022

This paper presents a fully mechanistic asphalt overlay design procedure for use on microcomputer... more This paper presents a fully mechanistic asphalt overlay design procedure for use on microcomputers. The procedure is based on fundamental characteristics of pavement layer properties and uses a linear elastic layer program ELSYM5 to determine strains at critical locations within a pavement structure. Tensile strain at the bottom of the surface layer is used to control fatigue and compressive strain on top of the subgrade is used to control rutting. Failure criteria developed by the Asphalt Institute have been adopted to estimate the pavement life. The design procedure also considers the seasonal effects on pavement life by considering traffic application and pavement strength variations for each season and determining the pavement damage within each season.

Transportation Research Record, 1982

Seasonal load restrictions have been enforced in Alaska since the first paved road in 1950. The t... more Seasonal load restrictions have been enforced in Alaska since the first paved road in 1950. The time frame and level of such restrictions have historically been based on the experience and judgment of maintenance personnel. This results in a lack of continuity from region to region. A rational load-restriction policy has been developed based on the load-damage relations on a pavement structure. Deflection data are used to monitor the strength of the embankment and thus to provide the information on which to base the time frame and level of restrictions. A policy on overweight-vehicle permits is presented based on the ability of the roadway system to carry the load and the load-damage relations. The policy uses the philosophy that the user pays for any damage in excess of that which would be incurred by legal loading. (Author)

Transportation Research Record, 1981

The contents of this report reflect the view of the authors, who are responsible for the facts an... more The contents of this report reflect the view of the authors, who are responsible for the facts and the accuracy of the data presented herein. The contents do not necessaily reflect the official view of policies of the Alaska Department of Transportation and Public Facilities or the Federal Highway Administration. This report does not constitute a standard, specification, or regulation.

Performance Period Freedom Binder 400 Durasoil Soiltac 1 week .008 (125 sft/gal) .014 (70 sft/gal... more Performance Period Freedom Binder 400 Durasoil Soiltac 1 week .008 (125 sft/gal) .014 (70 sft/gal) .013 (80 sft/gal) 2 week .0125 (80 sft/gal) .020 (50 sft/gal) .017 (60 sft/gal) 3 week .025 (40 sft/gal) .025 (40 sft/gal) .020 (50 sft/gal) Application Rates (gal/sft)  The additional 200-250 trucks per day due to the construction activities had a significant impact on the performance of the dust control measures.  An alternative to reducing the amount of watering required to control dust is to lower the speed limit through the construction zone.

The contents of this report reflect the views of the author, who are responsible for the facts an... more The contents of this report reflect the views of the author, who are responsible for the facts and the accuracy of the information presented herein. This document is disseminated under the sponsorship of

Creation of fugitive dust on unpaved roads results in the loss of up to 25 mm (one inch) of surfa... more Creation of fugitive dust on unpaved roads results in the loss of up to 25 mm (one inch) of surface aggregate annually (FHWA, 1998). On these roads, shearing forces created by vehicles dislodge the fine aggregate fraction (silt and clay) that binds the coarse aggregate. Turbulent airflow created by vehicles loft these fine particles in plumes of fugitive dust that impact health, safety, and quality of life. The loss of these particles results in raveling of the road surface, culminating in large annual losses of surface aggregate. Chemical dust control (palliatives) is an attractive option. However, there are currently no accepted field or laboratory performance testing procedures for chemical road dust palliatives. The lack of a method to predict palliative performance forces engineers and road managers into a trial-and-error methodology or reliance on personal judgment and supplier claims to determine what will work best on their unpaved road or runway surfaces. The overall objective of this research was to finalize the development of a laboratory test procedure for evaluating different dust control formulations and application rates required to effectively control the airborne suspension of dust particles in the size range (aerodynamic diameter) of 10 µm or less.

... Files: HRIS. Pagination: p. 198-202. Authors: Johnson, EG. Connor, BG. Kulkarni, RB. Monograp... more ... Files: HRIS. Pagination: p. 198-202. Authors: Johnson, EG. Connor, BG. Kulkarni, RB. Monograph Title: THIRD INTERNATIONAL CONFERENCE ON MANAGING PAVEMENTS, SAN ANTONIO, TEXAS, MAY 22-26, 1994. CONFERENCE PROCEEDINGS, VOLUMES 1 AND 2. ...

Journal of transportation engineering, Apr 1, 2020

Poor air quality in Alaska's remote communities due to road dust is one of the top environmental ... more Poor air quality in Alaska's remote communities due to road dust is one of the top environmental concerns of residents in these communities. Most communities are disconnected from the road network, with community roads that are predominantly unpaved. In Alaska, high costs limit widespread paving of roads, leaving communities to rely on alternative dust control strategies. The goals for this study were to assess the magnitude and impact of the dust problem in rural Alaska and use a diversity of experience, including regulatory, research, engineering, and cultural, to develop a road-dust management approach for rural Alaska. The plan incorporates different levels of dust management: institutional controls, road watering, chemical dust suppressants, and road surface stabilization. Geographical zones where use of each different dust management level will be most appropriate are identified based on rainfall frequency. Approximately 50% of Alaska's communities can manage road dust with institutional controls and road watering. Many of the road-dust management ideas presented are transferable to other global regions that experience similar economic and community access challenges as Alaska.

Transportation Research Record, 1988

Page 1. Guidelines for Operating g Traffic Signals during Low-Volume e Conditions s AhmedAbdelgha... more Page 1. Guidelines for Operating g Traffic Signals during Low-Volume e Conditions s AhmedAbdelghany, Ph.D. Research Professor Center for Transportation Research University of Alaska Fairbanks PO Box 755900 Fairbanks, Alaska, 99775-5900 ...

With the emergence of technology and applications in transportation practice, the demand for cont... more With the emergence of technology and applications in transportation practice, the demand for continuing education and workforce development is growing. As the Northwest regional transportation research center, PacTrans carries responsibility for transportation workforce development for Federal Region 10. To fulfill this task and address regional workforce development challenges, PacTrans saw a clear need to develop an institute to provide professional training and continuing education for Region 10’s transportation professionals. Bringing together decades of collective experience in educational research and continuing education, the research team established the PacTrans Workforce Development Institute (WDI) to address increasing workforce development needs. Each university has its own strengths in transportation research and education and thus makes unique and meaningful contributions to this project. To better accommodate working professionals’ busy schedules, the PacTrans WDI offers demand-responsive and flexible training services in both on-site and online settings. Through survey and outreach activities, the research team identified the gaps between workforce training needs and existing training opportunities, and it developed training courses to fill these gaps. Specifically, the WDI hasdeveloped and delivered several training courses, such as Understanding and Applying the Manual on Uniform Traffic Control Devices, Incorporating Human Factors into Roadway Design and Crash Diagnostics, Project Management and Key Skill Capability Building. In addition, the WDI hasscheduled the delivery of several training courses, such as Data Analytics and Tools, Geospatial Analysis for Transportation Planners and Practitioners, and An Introduction to School Zone Safety.US Department of Transportation Pacific Northwest Transportation Consortiu

The Third International Conference on Managing Pavements drew 540 delegates from 41 countries. Si... more The Third International Conference on Managing Pavements drew 540 delegates from 41 countries. Sixty-five papers were presented covering the following six conference themes: Appropriate systems; Institutional issues; Analytical issues; Implementation issues; Managing information; and New frontiers. This paper provides a summary of the conference findings in each of these six areas. In conclusion, the following five areas are noted as areas on which attention should be focused in the next few years: Credibility of models; Decision criteria and objective functions; Harmonization and quality management; Better information; and System integration.

Benkelman Beam data have been widely used to design overlays and establish load restrictions. How... more Benkelman Beam data have been widely used to design overlays and establish load restrictions. However, research carried out in Alaska has shown that gross errors can occur from its use in areas where freeze-thaw conditions prevail. It has long been known that the shape of the deflection basin is related to the life of the pavement. As a result, a method has been develooped to determine the damage potential and thaw depth based on Falling Weight Deflectometer (FWD) tests. This method adjusts the measured center deflection to the deflection which would have been obtained had no frozen materials been present in the pavement structure. This adjusted FWD deflection is essentially equivalent to the traditional Benkelman Beam deflection (for relatively thin asphalt-surfaced pavements, at the same test load) so that conventional methods may be used to design overlays and establish load restrictions.

Data in Brief, Feb 1, 2022

The dataset revolves around the laboratory testing of an innovative additive technology for possi... more The dataset revolves around the laboratory testing of an innovative additive technology for possible stabilization of unbound courses in road pavements. The product is a synthetic fluid based on isoalkane and tall oil pitch. Two test types are performed. Repeated load triaxial tests evaluate the elastic stiffness and the deformation properties of both untreated and treated aggregates. Moreover, some specimens are also tested before and after being subjected to freezing-thawing actions. A modified version of the rolling bottle test appraises the integrity with stripping loss on loose aggregates covered by the additive. Considering the necessity for road maintenance and rehabilitation worldwide, experimental data dealing with the stabilization potential of an innovative synthetic fluid stabilizer can be relevant for several road stakeholders.

Transportation Research Record, 1983

Load restrictions have traditionally been based on Benkelman Beam data collected during the sprin... more Load restrictions have traditionally been based on Benkelman Beam data collected during the spring thaw period. However, it has been shown that the shape of the deflection basin significantly affects pavement life. Use of the Falling Weight Deflectometer and the Chevron N-Layer computer program model has shown that the maximum damage potential may occur long before the peak deflection occurs. A method has been developed to adjust the measured center FWD deflection so that the adjusted deflection can be used to design overlays and establish load restrictions in a conventional manner. The method uses the vertical strain in the base course as a damage indicator. The center deflection is then adjusted using the shape of the deflection basin to determine the deflection that would cause the same vertical strain inn a completely thawed embankment. This adjusted deflection seems to be a better indicator of the damage potential to highway surfaces in areas where thaw-weakening occurs. (Author)