Analysis by High-Speed Profile of Jointed Concrete Pavement Slab Curvatures

2000 ◽  
Vol 1730 (1) ◽  
pp. 1-9 ◽  
Author(s):  
Christopher R. Byrum
Keyword(s):  
High Speed ◽  
Profile Analysis ◽  
Concrete Pavement ◽  
Pavement Management ◽  
Pavement Performance ◽  
Analysis Method ◽  
Pavement Rehabilitation ◽  
Curvature Index ◽  
Jointed Concrete Pavement

A high-speed pavement profile analysis method that detects curvature present in the wheelpaths of jointed concrete pavement slabs is presented. This technique can be used to analyze slab curvatures present in pavements and caused by curling and warping forces. The FHWA Long-Term Pavement Performance (LTPP) program has obtained high-speed elevation profiles for the jointed concrete pavements in the study. This profile analysis method reads an LTPP profile and detects imperfections in the road curvature profile, which typically are joints and cracks. It then analyzes the slab regions (intact slab segments) between these numerical imperfections for the presence of curvature. The result of a profile analysis is a road profile index—the curvature index—which represents the average slab curvature present along the wheelpaths for the profile. This profile analysis method was applied to more than 1,100 LTPP GPS3 profiles. The range of the slab curvatures encountered is described, and some key factors related to apparent locked-in curvatures (related to warping and construction) are discussed. The amount of locked-in curvature in slabs significantly affects slab behavior and long-term pavement performance. Curvature information should be available to pavement rehabilitation engineers making fix type and funding decisions for pavements. This new analysis method could be implemented rapidly in routine pavement profile analysis and pavement management systems.

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.

Mechanistic Evaluation of Test Data from Long-Term Pavement Performance Jointed Plain Concrete Pavement Test Sections

1998 ◽  
Vol 1629 (1) ◽  
pp. 32-40 ◽  
Author(s):  
Y. Jane Jiang ◽  
Shiraz D. Tayabji
Keyword(s):  
Test Data ◽  
Additional Data ◽  
Fatigue Cracking ◽  
Plain Concrete ◽  
Concrete Pavement ◽  
Pavement Performance ◽  
Distress Prediction ◽  
Program Data ◽  
Insight Into

Over the years, pavement engineers have attempted to develop rational mechanistic-empirical (M-E) methods for predicting pavement performance. In fact, the next version of AASHTO’s Guide for Design of Pavements is planned to be mechanistically based. Many M-E procedures have been developed on the basis of a combination of laboratory test data, theory, and limited field verification. Therefore, it is important to validate and calibrate these procedures using additional data from in-service pavements. The Long-Term Pavement Performance (LTPP) program data provide the means to evaluate and improve these models. A study was conducted to assess the performance of some of the existing concrete pavement M-E-based distress prediction procedures when used in conjunction with the data being collected as part of the LTPP program. Fatigue cracking damage was estimated using the NCHRP 1–26 approach and compared with observed fatigue damage at 52 GPS-3 test sections. It was shown that the LTPP data can be used successfully to develop better insight into pavement behavior and to improve pavement performance.

Concrete Pavement Performance in Midwestern Argentina Compared with Long-Term Pavement Performance Data

2006 ◽  
Vol 1947 (1) ◽  
pp. 110-120
Author(s):  
Marcelo G. Bustos ◽  
Juan E. Marcet ◽  
Oscar V. Cordo ◽  
Pablo Girardi Mancini ◽  
Miguel O. Pereyra ◽  
...  
Keyword(s):  
Concrete Pavement ◽  
Performance Data ◽  
Pavement Performance

Determining the Age and Smoothness of Asphalt and Concrete Pavements at the Time of First Rehabilitation using Long-Term Pavement Performance Program Data

2018 ◽  
Vol 2672 (40) ◽  
pp. 176-185 ◽  
Author(s):  
Mary Robbins ◽  
Nam Tran ◽  
Audrey Copeland
Keyword(s):  
Life Cycle Cost ◽  
Evaluation Process ◽  
Concrete Pavement ◽  
Asphalt Pavements ◽  
Pavement Performance ◽  
Concrete Pavements ◽  
Pavement Roughness ◽  
And Performance ◽  
Program Data

Initial performance period is an important input in life-cycle cost analysis (LCCA). An objective of this study was thus to determine actual initial performance periods, as the pavement age at first rehabilitation, for asphalt and concrete pavements using Long-Term Pavement Performance (LTPP) program data. In addition, most agencies use International Roughness Index (IRI), a measure of pavement roughness applicable to both asphalt and concrete pavements, in their decision-making and performance-evaluation process. A secondary objective was, therefore, to determine the pavement roughness condition at the time of first rehabilitation using the same dataset. Based on surveys of highway agencies, initial performance periods frequently used in LCCA for asphalt pavements are between 10 and 15 years, while the average asphalt pavement age at time of first rehabilitation in the LTPP program was found to be approximately 18 years. For concrete pavements, most initial performance periods used in LCCA are between 20 and 25 years, whereas the average concrete pavement age at the time of first rehabilitation in the LTPP program is about 24 years. This suggests initial performance period values used for LCCA do not adequately represent the actual age of asphalt pavements at the time of first rehabilitation, while they are generally representative of actual concrete pavement age at the time of first rehabilitation. Also, it was found that asphalt pavements are typically rehabilitated when they are in good or fair condition according to Federal Highway Administration (FHWA) IRI criteria whereas concrete pavements are typically not rehabilitated until the pavement is in fair or poor condition.

Evaluation of subgrade and climatic zone influences on pavement performance in the Canadian Strategic Highway Program's (C-SHRP) Long-Term Pavement Performance (LTPP) study

2002 ◽  
Vol 39 (2) ◽  
pp. 377-387 ◽  
Author(s):  
Susan Tighe
Keyword(s):  
Climatic Factors ◽  
Pavement Performance ◽  
Valuable Insight ◽  
Pavement Rehabilitation ◽  
Traffic Loading ◽  
Subgrade Soils ◽  
Pavement Roughness ◽  
Subgrade Soil ◽  
Asphalt Overlays

Sixty-five sections in 24 provincial test sites received pavement rehabilitation comprising of various thicknesses of asphalt overlays, as part of the Canadian Long-Term Pavement Performance (C-LTPP) study, which was initiated in 1989. This paper describes the impacts of the various alternative rehabilitation treatments on pavement performance in terms of roughness progression under comparative climatic, subgrade soil, and traffic loading conditions. Some findings from this study include (i) in wet, high-freeze zones, thinner overlays show a higher rate of roughness progression than thicker overlays, regardless of subgrade type; (ii) in dry, high-freeze zones, roughness progression for medium and thick overlays is relatively small; (iii) in wet, low-freeze zones, thinner overlays combined with fine subgrade soils show the highest rate of roughness progression; and (iv) traffic, in terms of equivalent single axle loads (ESALs), seemed to have a limited effect on all of the above; this was attributed largely to the fact that all of the traffic essentially fell into one level, where 200 000 ESALs per year was designated as the boundary between low and high traffic levels. The methodology developed in this paper provides valuable insight into how subgrade and climatic factors influence pavement performance and can be applied to performance trend analysis of other pavements with similar climatic, subgrade, and traffic loading conditions.Key words: subgrade type, climatic zones, pavement roughness, international roughness index (IRI), Long-Term Pavement Performance (LTPP).

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