Use of Pavement Management System Data For Pavement Engineering Applications

1997 ◽  
Vol 1592 (1) ◽  
pp. 35-45 ◽  
Author(s):  
Nasir Gharaibeh ◽  
Francesca LaTorre ◽  
Michael Darter ◽  
David Lippert
Keyword(s):  
Reinforced Concrete ◽  
Asphalt Concrete ◽  
Feedback System ◽  
Concrete Pavement ◽  
Pavement Management ◽  
Rehabilitation Programs ◽  
Wide Range ◽  
Pavement Engineering ◽  
Overlay Design ◽  
The Mean

Agencies have collected data for pavement management for many years now. These data have been used primarily to develop short- and long-range rehabilitation programs. Another valuable use of these data is improvements to engineering procedures. The Illinois Pavement Feedback System (IPFS) is a comprehensive inventory and monitoring system that was designed in 1984 to provide data for both programming and engineering uses. Over the past 10 years many engineering issues have been addressed through the use of these data. IPFS data were used to provide feedback to designers and administrators on the design of new (or original) pavements and on overlay designs. Results from a survival analysis of thousands of kilometers of original jointed reinforced concrete pavement (JRCP), continuously reinforced concrete pavement and hot-mix asphalt concrete pavements and asphalt concrete (AC) overlays of these pavements were used. Key results relate to performance variability (a wide range of performance was found for identical designs) and thus the need for a design reliability greater than 50 percent, the expected pavement in-service life in terms of both age and traffic [equivalent single axle loads (ESALs)] of each pavement type and overlays (for example, the mean life of JRCP was 24.1 years and 16.6 million ESALs and the mean life of the first thick AC overlay was 14.5 years and 23 million ESALs), the effect of overlay design thickness, and the effect of concrete material durability (D cracking reduced ESALs carried by 50 percent).

Probabilistic Analysis of Highway Pavement Life for Illinois

2003 ◽  
Vol 1823 (1) ◽  
pp. 111-120 ◽  
Author(s):  
Nasir G. Gharaibeh ◽  
Michael I. Darter
Keyword(s):  
Reinforced Concrete ◽  
Probabilistic Analysis ◽  
Asphalt Concrete ◽  
Geographic Location ◽  
Concrete Pavement ◽  
Pavement Management ◽  
Slab Thickness ◽  
Probability Of Survival ◽  
Load Carrying ◽  
The Impact

The Illinois Department of Transportation has periodically conducted pavement longevity studies to assess the longevities and the traffic loadcarrying capacities of these new and rehabilitated pavements so that any needed improvements to design, construction, or rehabilitation could be identified and implemented in a timely manner. The results of the latest round of pavement longevity studies in Illinois provide performance data updated through 2000 for new hot-mix asphalt concrete (HMAC), jointed reinforced concrete pavement (JRCP), and continuously reinforced concrete pavement (CRCP) construction as well as the asphalt concrete (AC) overlays (first, second, and third overlays) of these original pavements. These studies were conducted on more than 2,000 centerline miles of Interstate and other freeways that were constructed beginning in the 1950s in Illinois. Significant findings on the performance of the original pavements and overlays were obtained, and these findings will be of value to designers and managers to improve pavement cost-effectiveness and life. Survival curves have an economic impact on the agency. Key findings show the impact of pavement type (HMAC, JRCP, or CRCP), slab thickness, geographic location (north or south), durability cracking (D-cracking), and AC overlay thickness (coupled with preoverlay condition) on longevity and load-carrying capacity. The results of the probabilistic analysis illustrate the wide variation in pavement life and traffic carried. The study also provides models for predicting the probability of survival for various designs of original pavements and AC overlays in Illinois for use in pavement management.

scholarly journals Alternative Strut and Tie Model for Reinforced Concrete Deep Beams

2018 ◽  
Vol 21 (1) ◽  
pp. 86
Author(s):  
Ahmed Faleh Al-Bayati
Keyword(s):  
Shear Strength ◽  
Reinforced Concrete ◽  
Test Results ◽  
Deep Beams ◽  
Strut And Tie ◽  
Codes Of Practice ◽  
Proposed Model ◽  
Wide Range ◽  
The Mean ◽  
Strut And Tie Model

This paper presents a simple strut and tie model to calculate the shear strength of reinforced concrete deep beams. The proposed model assumes that the shear strength is the algebraic sum of three strength components: concrete diagonal strut, vertical stirrups, and horizontal web reinforcements. The contribution of each strength components was calibrated with the test results of 305 deep beams compiled from previous studies with wide range of geometrical and material properties. The predictions of the proposed model were compared with those of the current codes of practice (ACI-318-14 and ASHTOO 2014) and those of existing model in the literature. Comparisons revealed that the proposed model provided better predictions than other models. The mean of predicted strength to test of the proposed model, the ACI-318-14 model, the ASHTOO 2014 model were 0.98, 0.79, and 0.75, respectively. The corresponding standard deviations were 0.17, 0.28, and 0.49, respectively.

Assessment of California’s Continuously Reinforced Concrete Pavement Practice and Performance

2020 ◽  
Vol 2674 (9) ◽  
pp. 832-842
Author(s):  
Jeffrey Stempihar ◽  
Nick Weitzel ◽  
Thomas Van Dam ◽  
Pete Schmalzer ◽  
Linda Pierce
Keyword(s):  
Reinforced Concrete ◽  
High Volume ◽  
Condition Assessment ◽  
Concrete Pavement ◽  
California Department ◽  
Initial Development ◽  
State Highway ◽  
National Guidance ◽  
Wide Range ◽  
And Performance

Around 2009, the California Department of Transportation (Caltrans) adopted continuously reinforced concrete pavement (CRCP) as the preferred pavement type for high-volume truck corridors across the state. Over the last decade, Caltrans has constructed more than a dozen CRCP projects in different climates and exposure to different truck volumes. Caltrans was interested in assessing early CRCP performance and identifying potential areas where design, materials, plans, and specifications, and/or construction practices warranted improvement. This project included a review of national CRCP practice, documentation of Caltrans’ statewide practice, and condition assessment of select CRCP projects statewide. For the most part, Caltrans’ CRCP practice is similar to national guidance and other state highway agency practice. A condition assessment of 14 CRCP projects revealed a wide range of performance with various degrees of distresses (i.e., transverse, cluster, and Y-cracking, and punchouts). However, pavements with average transverse crack spacing below Caltrans’ desired lower limit of 3 ft appeared to have acceptable performance. Excessive map cracking, a high percentage of cluster cracking, and initial development of punchouts was evident in sections that appeared to be performing poorly. General recommendations are provided to advance Caltrans’ CRCP practice.

Developing a Quantitative Rating System for Continuously Reinforced Concrete Pavement

2000 ◽  
Vol 1699 (1) ◽  
pp. 11-15
Author(s):  
Shie-Shin Wu
Keyword(s):  
Reinforced Concrete ◽  
Concrete Pavement ◽  
Pavement Management ◽  
Rating System ◽  
Pavement Management System ◽  
Priority Ranking ◽  
Jointed Concrete Pavement ◽  
Similar Rating ◽  
Quantitative Rating ◽  
Surface Distress

A jointed concrete pavement rating system based on sampling and quantitative surface distress data was developed several years ago for North Carolina. This rating system has been adopted by the pavement management system for the priority ranking of projects. The first attempt to develop a similar rating system for continuously reinforced concrete (CRC) pavement was made with no fruitful results. There remains an urgent need for a comparable CRC rating system for project ranking. Another attempt that used a different approach was made. A linear regression equation was developed, and the correlation with experts’ rating was reasonably good.

Remaining Life Prediction of Asphalt Concrete Pavement under Dynamic Load

2011 ◽  
Vol 255-260 ◽  
pp. 3161-3165
Author(s):  
Min Qin ◽  
Zhao Feng Lu
Keyword(s):  
Surface Roughness ◽  
Asphalt Concrete ◽  
Permanent Deformation ◽  
Prediction Method ◽  
Concrete Pavement ◽  
Pavement Management ◽  
Remaining Life ◽  
Pavement Surface ◽  
Scientific Decision ◽  
Asphalt Concrete Pavement

With the theory of M.W.Sayers, the pavement surface roughness was simulated by the sine curve. Through the Mat lab and VC + + program, the dynamic vehicle load caused by pavement surface roughness was analyzed and calculated. Given the dynamic road and environment factors and combined the test results of highway surface roughness, the deterioration law of pavement roughness were studied by amendment Shell permanent deformation theory. A new prediction method was put forward to predict the remaining life of asphalt concrete pavement, which was proved to be reasonable and reliable and can provide a valuable basis for the scientific decision-making of asphalt pavement management.

Steel Fiber Reinforced Concrete Pavement Maintenance

2012 ◽  
Vol 252 ◽  
pp. 276-279
Author(s):  
Xiao Qing Yu ◽  
Mao Lin ◽  
Guang Long Geng ◽  
Li Jia ◽  
Na Wei
Keyword(s):  
Reinforced Concrete ◽  
Steel Fiber ◽  
Concrete Pavement ◽  
Fiber Reinforced Concrete ◽  
Test Results ◽  
Fiber Reinforced ◽  
Steel Fiber Reinforced Concrete ◽  
Pavement Maintenance ◽  
Cement Concrete Pavement ◽  
Pavement Engineering

In this paper, a cement concrete pavement, steel fiber reinforced concrete with than the experimental study, the analysis of steel fiber reinforced concrete pavement engineering, test results show that the steel fibers in the concrete evenly distributed, with cement mortarbetter integration, better crack resistance of concrete, and shrinkage of steel fiber reinforced concrete is much smaller than the specification requirements, and so has a great advantage for pavement repair.

A Comparison of Physiological Demand between Self-Propelled and Motorized Treadmill Exercise

2018 ◽  
Vol 7 (4) ◽  
pp. 13-21
Author(s):  
Todd Backes ◽  
Charlene Takacs
Keyword(s):  
Respiratory Exchange Ratio ◽  
Treadmill Exercise ◽  
Cardiopulmonary Exercise Testing ◽  
Mean Value ◽  
The Self ◽  
Mixing Chamber ◽  
Wide Range ◽  
The Subject ◽  
The Mean ◽  
Computer Controlled

There are a wide range of options for individuals to choose from in order to engage in aerobic exercise; from outdoor running to computer controlled and self-propelled treadmills. Recently, self-propelled treadmills have increased in popularity and provide an alternative to a motorized treadmill. Twenty subjects (10 men, 10 women) ranging in age from 19-23 with a mean of 20.4 ± 0.8 SD were participants in this study. The subjects visited the laboratory on three occasions. The purpose of the first visit was to familiarize the subject with the self-propelled treadmill (Woodway Curve 3.0). The second visit, subjects were instructed to run on the self-propelled treadmill for 3km at a self-determined pace. Speed data were collected directly from the self-propelled treadmill. The third visit used speed data collected during the self-propelled treadmill run to create an identically paced 3km run for the subjects to perform on a motorized treadmill (COSMED T150). During both the second and third visit, oxygen consumption (VO2) and respiratory exchange ratio (R) data were collected with COSMED’s Quark cardiopulmonary exercise testing (CPET) metabolic mixing chamber system. The VO2 mean value for the self-propelled treadmill (44.90 ± 1.65 SE ml/kg/min) was significantly greater than the motorized treadmill (34.38 ± 1.39 SE ml/kg/min). The mean R value for the self-propelled treadmill (0.91 ± 0.01 SE) was significantly greater than the motorized treadmill (0.86 ± 0.01 SE). Our study demonstrated that a 3km run on a self-propelled treadmill does elicit a greater physiological response than a 3km run at on a standard motorized treadmill. Self-propelled treadmills provide a mode of exercise that offers increased training loads and should be considered as an alternative to motorized treadmills.

The way of value of Correlation of genomic DNA microsatellite loci and live weight of Chukchi reindeer

2020 ◽  
pp. 27-32
Author(s):  
V. Dodokhov ◽  
N. Pavlova ◽  
T. Rumyantseva ◽  
L. Kalashnikova
Keyword(s):  
Microsatellite Markers ◽  
Agricultural Production ◽  
Live Weight ◽  
Biodiversity Loss ◽  
Tribal Community ◽  
High Germination ◽  
Wide Range ◽  
The Mean ◽  
High Level ◽  
Dna Microsatellite

The article presents the genetic characteristic of the Chukchi reindeer breed. The object of the study was of the Chukchi reindeer. In recent years, the number of reindeer of the Chukchi breed has declined sharply. Reduced reindeer numbers could lead to biodiversity loss. The Chukchi breed of deer has good meat qualities, has high germination viability and is adapted in adverse tundra conditions of Yakutia. Herding of the Chukchi breed of deer in Yakutia are engaged only in the Nizhnekolymsky district. There are four generic communities and the largest of which is the agricultural production cooperative of nomadic tribal community «Turvaurgin», which was chosen to assess the genetic processes of breed using microsatellite markers: Rt6, BMS1788, Rt 30, Rt1, Rt9, FCB193, Rt7, BMS745, C 143, Rt24, OheQ, C217, C32, NVHRT16, T40, C276. It was found that microsatellite markers have a wide range of alleles and generally have a high informative value for identifying of genetic differences between animals and groups of animal. The number of identified alleles is one of the indicators of the genetic diversity of the population. The total number of detected alleles was 127. The Chukchi breed of deer is characterized by a high level of heterozygosity, and the random crossing system prevails over inbreeding in the population. On average, there were 7.9 alleles (Na) per locus, and the mean number of effective alleles (Ne) was 4.1. The index of fixation averaged 0.001. The polymorphism index (PIC) ranged from 0.217 to 0.946, with an average of 0.695.

Experience of application of epoxн asphalt concrete pavement on road bridges

2019 ◽  
pp. 78-92
Author(s):  
Vladimir Zelenovsky ◽  
◽  
Ivan Kopinets ◽  
Arthur Onishchenko ◽  
◽  
...  
Keyword(s):  
Asphalt Concrete ◽  
Concrete Pavement ◽  
Asphalt Concrete Pavement
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