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.

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).

scholarly journals Impact of Slab Thickness on Reinforced Concrete Buildings using Fragility Curves

2020 ◽  
Vol 8 (5) ◽  
pp. 4533-4538
Keyword(s):  
Reinforced Concrete ◽  
Fragility Curves ◽  
Structural Response ◽  
Software Tool ◽  
Slab Thickness ◽  
Ground Shaking ◽  
Code Of Practice ◽  
Short Period ◽  
Rc Frame Structures ◽  
The Impact

Earthquakes are the natural disaster occurring since years but during the last two decades they are causing huge looses whether it may economic or to life. This paper focuses to evaluate the seismic performance of various building confirming to Indian standard criteria for earthquake resistant design of structures and ductile detailing of reinforced concrete structures subjected to seismic Forces-code of practice, Bureau of Indian Standards, both as per the revised codes in the year 2016. Due to ground shaking, seismic loads are the governing load and thus it becomes necessary to assess the conditional probability of structural response. Use of HAZUS methodology is followed to construct seismic fragility curves as it is well-organized and defined approach. Spectral displacement plays the functional parameter to derive the expected damage for fragility. This work represented here is compiled by means of procedure for establishing the fragility curves for three typical Reinforced Concrete (RC) frame structures having variations resembling 3 storey intended for short-period structures, 6 storey used for medium-period structures and 12 storey representing long-period structures using SAP2000 as a software tool for analyzing the structure. Furthermore an attempt is made for focus on the variation of one of the major structural configuration i.e. slab thickness which is not certainly paid attention as compared to columns and beams. Slabs adds additional stiffness to the structure which can enlighten how it behaviour would be when subjected to ground excitation. As a result, the fragility curves are plotted to study the impact due to slab thickness in order they are carefully selected while design.

The impact of fine aggregate characteristics on asphalt concrete pavement design life

2011 ◽  
Vol 12 (2) ◽  
pp. 101-109 ◽  
Author(s):  
Tamer M. Breakah ◽  
Jason P. Bausano ◽  
R. Christopher Williams ◽  
Stan Vitton
Keyword(s):  
Asphalt Concrete ◽  
Concrete Pavement ◽  
Pavement Design ◽  
Fine Aggregate ◽  
Design Life ◽  
Asphalt Concrete Pavement ◽  
The Impact

scholarly journals Finite element simulation and multi-factor stress prediction model for cement concrete pavement considering void under slab

2021 ◽  
Author(s):  
Liu Bangyi ◽  
Huang Xiaoming
Keyword(s):  
Finite Element ◽  
Tensile Stress ◽  
Concrete Slab ◽  
Three Dimensional ◽  
Maximum Tensile Stress ◽  
Concrete Pavement ◽  
Slab Thickness ◽  
Void Size ◽  
Tensile Stresses ◽  
The Impact

Uneven support as result of voids beneath concrete slabs can lead to high tensile stresses at the corner of the slab and eventually cause many forms of damage, such as cracking or faulting. Three-dimensional (3D) finite element models of the concrete pavement with void are presented. The accuracy of the model is verified by two methods. The analysis shows that the impact of void size and void depth at the slab corner on the slab stress are similar, which result in the change of the position of the maximum tensile stress. The maximum tensile stresses do not increase with the increase of the void size for relatively small void size. The maximum tensile stress increases rapidly with the enlargement in the void size when the size≥0.4m. The increments of maximum tensile stress can reach 183.7% when the void size are 1.0m. The increase of slab thickness can effectively reduce maximum tensile stress. A function is established to calculate the maximum tensile stress of the concrete slab. The function takes into account the void size and the slab thickness. The reliability of the function was verified by comparing the error between the calculated and simulated results.

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.

Improved Backcalculation Procedure for Continuously Reinforced Concrete Pavement

2018 ◽  
Vol 2672 (40) ◽  
pp. 336-347 ◽  
Author(s):  
Yating Zhang ◽  
Jeffery Roesler
Keyword(s):  
Reinforced Concrete ◽  
Load Transfer ◽  
Soil Layer ◽  
Concrete Pavement ◽  
Crack Spacing ◽  
Interface Condition ◽  
Slab Thickness ◽  
Transverse Cracks ◽  
Element Analysis ◽  
K Value

Falling weight deflectometer (FWD) testing is effective in evaluating the structural response of in-situ concrete pavements through the backcalculated pavement layer parameters. Specifically, the FWD data can be used to backcalculate the foundation layer and concrete stiffness or the soil layer stiffness, effective slab thickness, and slab–base interface condition. Since continuously reinforced concrete pavement (CRCP) has closely spaced transverse cracks, the traditional backcalculation assumption of an infinite slab can lead to significant errors in the backcalculated results. In this paper, solutions for backcalculated modulus of subgrade reaction ( k-value), elastic modulus of concrete ( E), and effective thickness ( heff) for different crack spacing have been derived from 2-D finite element analysis. AASHTO sensor configuration (0, 12, 24, 36 in.) was recommended for CRCP with crack spacing ≥6 ft, and an alternative solution for crack spacing of 4 and 5 ft was proposed with AREA24. Crack load transfer efficiency (LTE) across transverse cracks had limited impact on backcalculated results if the LTE was >80%. As expected, the backcalulation values were sensitive to the load plate’s longitudinal position relative to the transverse crack especially for crack spacings smaller than 8 ft. The proposed backcalculation method was applied to a field CRCP test section with different crack spacing, reinforcement ratio, and base types.

IMPACT OF CONCRETE MATERIAL INPUTS ON PERFORMANCE OF CONTINUOUSLY REINFORCED CONCRETE PAVEMENT

2019 ◽  
Vol 6 (1) ◽  
Author(s):  
Gauhar Sabih ◽  
Rafiqul Q. Tarefder
Keyword(s):  
Reinforced Concrete ◽  
Design Procedure ◽  
The United States ◽  
Traffic Volume ◽  
Concrete Pavement ◽  
Series Data ◽  
Mechanical And Thermal Properties ◽  
Pavement Roughness ◽  
Significant Difference ◽  
The Impact

Continuously reinforced concrete pavement (CRCP) is increasingly being used in the United States based on its longer service life with minimal maintenance. CRCP provides excellent performance for heavily loaded traffic volume, if designed and constructed properly. The performance of CRCP is evaluated based on punch-outs and pavement roughness according to the Pavement ME (mechanistic-empirical) Design procedure which is the state-of-the-art pavement design tool. Design of CRCP is dependent on various factors including traffic, climate, material inputs and pavement geometry. This study focuses on evaluating the effects of concrete mechanical and thermal properties and traffic volume on CRCP performance. CRCP design simulations were conducted using Pavement ME Design software version 2.3 to evaluate the effects of material input data on CRCP performance and it was observed that there is significant difference between the performance predictions with time series data in comparison to the default data. The impact of material inputs is more significant on punch-outs distress as compared to the pavement roughness. This necessitates the importance of lab tested material inputs for accurate design of CRCP. The impact of traffic volume on CRCP performance was also evaluated and it was found that with increase in traffic volume, the pavement distresses increases and the performance decreases.

scholarly journals Optimization of parameters affecting horizontal cracking in continuously reinforced concrete pavement (CRCP)

2019 ◽  
Vol 46 (7) ◽  
pp. 634-642 ◽  
Author(s):  
Kukjoo Kim ◽  
Sangyoung Han ◽  
Mang Tia ◽  
James Greene
Keyword(s):  
Reinforced Concrete ◽  
Coefficient Of Thermal Expansion ◽  
Field Evaluation ◽  
Concrete Pavement ◽  
Slab Thickness ◽  
Tensile Stresses ◽  
Cracking Potential ◽  
Performance Problem ◽  
D Model ◽  
Steel Design

Field evaluation of distresses in continuously reinforced concrete pavement (CRCP) indicated punch-out distress associated with horizontal cracking at the depth of the longitudinal steel is the most severe performance problem in CRCP. The developed 3-D model was used to perform a parametric analysis to determine the effects of critical loading location, concrete properties, and longitudinal steel design on horizontal cracking potential. The maximum vertical tensile stresses in the concrete were slightly affected by the coefficient of thermal expansion of the concrete. The critical tensile stresses in the concrete were observed to decrease as the base modulus, slab–base friction, slab thickness, and transverse crack spacing increase. The vertical tensile stresses significantly decreased when the longitudinal steel spacing decreased. The use of varying longitudinal steel spacing and reducing the depth of steel may be one of the ways to reduce the horizontal cracking potential without changing the steel ratio of the slab.

Elastoplastic Analysis of Asphalt Concrete Pavement

2012 ◽  
Vol 204-208 ◽  
pp. 1801-1808
Author(s):  
Hong Peng Ren ◽  
Jin Chang Wang
Keyword(s):  
Asphalt Concrete ◽  
Friction Angle ◽  
Concrete Pavement ◽  
Flow Rule ◽  
The Road ◽  
Perfectly Plastic ◽  
On The Road ◽  
Elastic Perfectly Plastic ◽  
Asphalt Concrete Pavement ◽  
The Impact

Drucker-Prager linear elastic-perfectly plastic model and the associated flow rule, a numerical simulation study has been conducted on the layered asphalt concrete pavement structure, using the 2D axisymmetric finite element method (FEM). Pursuant to empirical equation of the stability, cohesion and internal friction angle of asphalt concrete, and in line with experimental test subjects on pavement material and pavement performance, the impact of mechanical parameters of each layer of asphalt concrete on the road surface deflection and the evolution law of plasticity in each structural layer under standard axle load has been studied.

scholarly journals Theoretical Study on Prestress Loss in Cross-Tensioned Concrete Pavement with BFRP Tendons

2020 ◽  
Vol 10 (21) ◽  
pp. 7737
Author(s):  
Yating Zhang ◽  
Zhiyi Huang
Keyword(s):  
Basalt Fiber ◽  
Plain Concrete ◽  
Theoretical Method ◽  
Concrete Pavement ◽  
Slab Thickness ◽  
Prestress Loss ◽  
Slab Width ◽  
Reinforced Polymer ◽  
The Difference ◽  
The Impact

Cross-tensioned concrete pavement can reduce transverse joints and cracks and improve the durability of the pavement, and the decrease in slab thickness can be achieved without damaging the performance of the pavement. However, the corrosion of the steel can cause serious damage to the pavement structure, resulting in higher maintenance costs and shorter service life. Basalt fiber-reinforced polymer (BFRP) has been proven to be an effective alternative in both jointed plain concrete pavement (JPCP) and continuously reinforced concrete pavement (CRCP) due to its lightweight and corrosion-resistant properties. In this paper, a systematic theoretical method for determining the prestress loss of BFRP tendons in cross-tensioned concrete pavement was proposed, with the impact of the slab width and distribution angle of the prestressed tendon on the prestress loss being studied and compared to the results of traditional steel strands. Results showed that the proportion of the prestress loss due to anchorage deformation and prestress retraction in the prestressing stage rose with the increase in distribution angle and the decrease in slab width, while the prestress loss during the in-service stage was a constant value for both BFRP tendons and steel strands. The prestress loss of BFRP tendons was far lower than that of steel strands in both prestressing stage and in-service stage for a given slab width (3 m, 4.5 m, 9.0 m, 12.75 m) and distribution angle (20°, 25°, 30°, 35°, 40°, 45°), and the difference ranged from 6.4% to 16%, signifying the feasibility of BFRP tendons in cross-tensioned concrete pavement. Overall, the smaller the slab width, the greater the difference of the prestress loss between BFRP tendons and steel strands.

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