Early Evaluation of Long-Term Pavement Performance Specific Pavement Studies-2, Colorado

2000 ◽  
Vol 1699 (1) ◽  
pp. 160-171 ◽  
Author(s):  
Nadarajah Suthahar ◽  
Ahmad Ardani ◽  
Dennis A. Morian
Keyword(s):  
State Standard ◽  
Performance Comparison ◽  
Pavement Performance ◽  
Ride Quality ◽  
Slab Thickness ◽  
Rigid Pavement ◽  
Early Evaluation ◽  
Standard Section ◽  
Aggregate Base

The Long-Term Pavement Performance (LTPP) Program included the construction of rigid pavement sections for evaluation. These test sections, designated Specific Pavement Studies (SPS)-2, were constructed on the basis of an experiment matrix that includes pavement slab thickness [202 mm (8 in.) and 280 mm (11 in.)], base type (permeable asphalt-treated base, lean concrete base, and dense-graded aggregate base), widened lane of 4.27 m (14 ft) and state standard lane of 3.66 m (12 ft), and drainage (with and without pavement edge drains). In addition, a standard Colorado Department of Transportation design section was constructed to provide a performance comparison. The performance of these test sections after 4 years of service is discussed. The results are based on deflection, profile, and distress data collected by the LTPP Program. Virtually no distress and no change in ride quality are evident in these pavement test sections at this time. However, the evaluation of deflection data provides an early indication of anticipated variation in test section performance. Currently, no difference can be identified between the deflection magnitude of the widened-lane section and the state standard section with tied concrete shoulders. However, both these sections exhibit lower deflections at this time than those sections with untied shoulders. High deflections of 202-mm sections indicate that perhaps these sections do not provide adequate structural strength for this roadway.

Evaluation of AASHTO Rigid Pavement Design Model Using Long-Term Pavement Performance Data Base

1996 ◽  
Vol 1525 (1) ◽  
pp. 57-71
Author(s):  
M.I. Darter ◽  
E. Owusu-Antwi ◽  
R. Ahmad
Keyword(s):  
Performance Data ◽  
Pavement Design ◽  
Pavement Performance ◽  
Slab Thickness ◽  
Road Test ◽  
Rigid Pavement ◽  
The Road ◽  
Overall Evaluation ◽  
Axle Loads

The AASHTO design guide's rigid pavement equation that is used for thickness design was originally developed in 1960 at the conclusion of the road test. This equation predicts the number of axle loads for a given slab thickness and loss in serviceability. During the last 30 years, the original equation has been extended to include several additional design factors and has been used by many highway agencies for rigid pavement design. Due to the limited inference space of the original road test equation and the subjective nature of the subsequent extensions, there is considerable interest in determining the adequacy of the equation. The availability of the nationwide long-term pavement performance data has finally made an overall evaluation possible. The evaluation included determining the adequacy of predicting the number of heavy axle loads required to cause a given loss of serviceability. The results indicate that the original 1960 equation generally overpredicts the number of 80-kN (18-kip) equivalent single axle loads for a given loss of serviceability. However, extensions to the original model improve predictions considerably. These results were determined at the 50-percentile (mean) level. At a higher level of reliability such as 95 percent, the 1986 AASHTO model provides a conservative design for a majority of the pavement sections. However, several deficiencies that need to be improved still remain.

Performance of Rigid Pavement Rehabilitation Treatments in the Long-Term Pavement Performance SPS-6 Experiment

2003 ◽  
Vol 1823 (1) ◽  
pp. 64-72 ◽  
Author(s):  
Kathleen T. Hall ◽  
Carlos E. Correa ◽  
Amy L. Simpson
Keyword(s):  
Performance Studies ◽  
Concrete Pavement ◽  
Pavement Performance ◽  
International Roughness Index ◽  
Rigid Pavement ◽  
Pavement Rehabilitation ◽  
Pretreatment Condition ◽  
Diamond Grinding ◽  
Asphalt Overlays

The results of a study conducted to assess the relative performance of different jointed rigid pavement rehabilitation treatments, including the influence of pretreatment condition and other factors, are presented. The data used in the study were drawn from the Long-Term Pavement Performance Studies' Specific Pavement Study (SPS) SPS-6 and General Pavement Study (GPS) GPS-7B experiments. The rehabilitation treatments used in the SPS-6 experiment were minimal and intensive nonoverlay repair, 4-in. asphalt overlays with minimal and intensive preoverlay preparation, 4-in. overlays with sawed and sealed joints, and 4- and 8-in. asphalt overlays of cracked and seated concrete slabs. Overall, the rigid pavement rehabilitation treatments in the SPS-6 experiment could be ranked from most to least effective in the following order: 8-in. overlay of cracked or broken and seated pavement, 4-in. overlay (of either intact or cracked or broken and seated pavement, with or without sawing and sealing of joints and with either minimal or intensive preoverlay repair), concrete pavement restoration with diamond grinding, and concrete pavement restoration without diamond grinding. Concrete pavement restoration with diamond grinding yielded an initial posttreatment international roughness index (IRI) of 1.05 m/km, on average, whereas restoration without diamond grinding yielded no benefit in IRI and in fact tended to leave the pavement rougher than before. In the long term, both restoration and overlay treatments reduced long-term roughness, rutting, and cracking levels compared with those on the control sections, but the conditions of the restored test sections are approaching those of the control sections faster than those of the overlay sections.

Deterioration of Asphalt Pavement at Long-Term Pavement Performance Program Site 49-1001 in Utah

2005 ◽  
Vol 1933 (1) ◽  
pp. 121-125
Author(s):  
Brandon J. Blankenagel ◽  
W. Spencer Guthrie
Keyword(s):  
Base Layer ◽  
Pavement Performance ◽  
Falling Weight Deflectometer ◽  
Water Drainage ◽  
Base Materials ◽  
Pavement Deterioration ◽  
Pavement Base ◽  
Aggregate Base ◽  
Falling Weight

Highway 191 near Bluff, Utah, features a well-monitored section of the long-term pavement performance (LTPP) program. Constructed in 1980, this section of flexible pavement performed well for nearly 13 years. Through this time, cracking of the asphalt layer was minimal. In the fourteenth year, however, the extent of longitudinal cracking in the wheel path increased and necessitated placement of a chip seal on the pavement surface. The purpose of this research was to determine the cause of pavement deterioration using LTPP data. Deflection basins obtained from falling-weight deflectometer testing were analyzed to investigate the extent to which structural degradation influenced deterioration of the pavement. Pavement layer modulus values were plotted against time and clearly show that weakening of the pavement base layer immediately preceded the occurrence of cracking. The geography of the site, as documented in photographs, supports the conclusion that inadequate water drainage at the site permitted saturation of the aggregate base layer during a period of midsummer flooding. This finding emphasizes the importance of specifying non-moisture-susceptible base materials and providing necessary drainage works in pavement design.

Impact of Diamond Grinding on Rigid Pavement Performance

2015 ◽  
Author(s):  
Syed Waqar Haider ◽  
Karim Chatti ◽  
Imen Zaabar ◽  
Ronell Joseph Eisma ◽  
Tyler Frederick
Keyword(s):  
Pavement Performance ◽  
Rigid Pavement ◽  
Diamond Grinding

Use of Long-Term Pavement Performance Data to Develop Traffic Defaults in Support of Mechanistic-Empirical Pavement Design Procedures

2003 ◽  
Vol 1855 (1) ◽  
pp. 176-182 ◽  
Author(s):  
Weng On Tam ◽  
Harold Von Quintus
Keyword(s):  
Pavement Design ◽  
Vehicle Classification ◽  
Pavement Performance ◽  
Traffic Data ◽  
Design Procedures ◽  
Load Spectra ◽  
State Highway ◽  
Pavement Structures ◽  
Empirical Design

Traffic data are a key element for the design and analysis of pavement structures. Automatic vehicle-classification and weigh-in-motion (WIM) data are collected by most state highway agencies for various purposes that include pavement design. Equivalent single-axle loads have had widespread use for pavement design. However, procedures being developed under NCHRP require the use of axle-load spectra. The Long-Term Pavement Performance database contains a wealth of traffic data and was selected to develop traffic defaults in support of NCHRP 1-37A as well as other mechanistic-empirical design procedures. Automated vehicle-classification data were used to develop defaults that account for the distribution of truck volumes by class. Analyses also were conducted to determine direction and lane-distribution factors. WIM data were used to develop defaults to account for the axle-weight distributions and number of axles per vehicle for each truck type. The results of these analyses led to the establishment of traffic defaults for use in mechanistic-empirical design procedures.

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