Expected Service Life of Hot-Mix Asphalt Pavements in Long-Term Pavement Performance Program

2007 ◽  
Vol 1990 (1) ◽  
pp. 102-110
Author(s):  
Harold L. Von Quintus ◽  
Jagannath Mallela ◽  
Jane Jiang ◽  
Mark Buncher
Keyword(s):  
Service Life ◽  
Hot Mix Asphalt ◽  
Asphalt Pavements ◽  
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.

Performance of Flexible Pavement Rehabilitation Treatments in the Long-Term Pavement Performance SPS-5 Experiment

2003 ◽  
Vol 1823 (1) ◽  
pp. 93-101 ◽  
Author(s):  
Kathleen T. Hall ◽  
Carlos E. Correa ◽  
Amy L. Simpson
Keyword(s):  
Asphalt Pavement ◽  
Fatigue Cracking ◽  
Flexible Pavement ◽  
Asphalt Pavements ◽  
Pavement Performance ◽  
Recycled Asphalt ◽  
Pavement Rehabilitation ◽  
Pretreatment Condition ◽  
Asphalt Overlay

The results of a study conducted to assess the relative performance of different flexible 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-5 and General Pavement Study (GPS) GPS-6B experiments. The rehabilitation treatments used in the SPS-5 experiment are 2- and 5-in. overlays with virgin or recycled asphalt concrete mixes with or without preoverlay milling. Overlay thickness and preoverlay roughness levels were the two factors that most influenced the performance of the asphalt overlays of asphalt pavements in the SPS-5 experiment with respect to roughness, rutting, and fatigue cracking. Over the long term, the 5-in. overlays outperformed the 2-in. overlays with respect to roughness, rutting, and fatigue cracking. Overlay mix type (virgin versus recycled) and preoverlay preparation (with or without milling) had slight and inconsistent effects. The average initial postoverlay international roughness index of an asphalt overlay of an asphalt pavement was found to be 0.98 m/km. The data show a slight but statistically significant tendency for asphalt pavements overlaid when they were rougher to have more initial roughness after overlay than asphalt pavements overlaid when they were smoother. The data show that, on average, about 6 mm of rutting develops in the first year or so after placement of an asphalt overlay of an asphalt pavement. This is presumably due to compaction of the mix by traffic and appears to be independent of the overlay thickness, mix type, preoverlay preparation, and preoverlay rutting level.

scholarly journals Use of LTPP Data to Quantify Moisture Damage under Crack Sealing and Surface Treatments in Asphalt Pavements

2019 ◽  
Vol 271 ◽  
pp. 08005
Author(s):  
Momen R. Mousa ◽  
Mostafa A. Elseifa ◽  
Mohammed Z. Bashar
Keyword(s):  
United States ◽  
Ground Water ◽  
Asphalt Concrete ◽  
Moisture Damage ◽  
Asphalt Pavements ◽  
Pavement Performance ◽  
Southern United States ◽  
Crack Sealing ◽  
Chip Seal

Crack sealing and seal coats are used to prevent the ingress of water into the pavement, thus delaying its deterioration. Yet, earlier studies indicated that sealing pavements in areas with high ground water table (GWT) prevented moisture from escaping upwards through the cracks of asphalt pavements, therefore, accelerating stripping. The objectives of this study were to determine whether these treatments contribute to stripping in Asphalt Concrete (AC) and/or moisture accumulation in the base and to evaluate the effect of GWT, rain, and traffic on subsurface failures under these treatments. In this study, nine test sections included in the Long-Term Pavement Performance (LTPP) program and several field chip seal projects in Louisiana were analyzed. Results indicated that these treatments do not contribute to stripping. However, the cause of common stripping under these treatments in the Southern United States is moisture entrapment under the AC layer under shallow GWT conditions, which is also the key contributor to stripping under unsealed sections.

Calibration of Flexible Pavement Performance Equations for Minnesota Road Research Project

2003 ◽  
Vol 1853 (1) ◽  
pp. 134-142 ◽  
Author(s):  
David H. Timm ◽  
David E. Newcomb
Keyword(s):  
Field Performance ◽  
Calibration Procedure ◽  
Asphalt Pavements ◽  
Pavement Performance ◽  
Design System ◽  
Research Project ◽  
Pavement Distress ◽  
Performance Project

As mechanistic-empirical (M-E) pavement design gains wider acceptance as a viable design methodology, there is a critical need for a well-calibrated design system. Calibration of the pavement performance equations is essential to link pavement responses under load to observed field performance. A field calibration procedure for asphalt pavements that incorporates live traffic, environmental effects, observed performance, and in situ material characterization was developed. The procedure follows the M-E design process, iterating the transfer function coefficients until the performance equation accurately predicts pavement distress. Test sections from the Minnesota Road Research Project were used to demonstrate the calibration process, and fatigue and rutting performance equations were developed. It is recommended that further calibration studies be undertaken with this methodology, possibly by using sections from the Long-Term Pavement Performance project.

Effectiveness of Lime in Hot-Mix Asphalt Pavements

2003 ◽  
Vol 1832 (1) ◽  
pp. 34-41 ◽  
Author(s):  
Peter E. Sebaaly ◽  
Edgard Hitti ◽  
Dean Weitzel
Keyword(s):  
Hot Mix Asphalt ◽  
Moisture Damage ◽  
Performance Data ◽  
Asphalt Pavements ◽  
Pavement Performance ◽  
Department Of Transportation ◽  
Lime Treatment ◽  
Field Samples ◽  
Maintenance And Rehabilitation ◽  
The Impact

The pavement community has recognized that moisture damage of hot-mix asphalt (HMA) has been a serious problem since the early 1960s. Numerous additives have been evaluated with the objective of reducing the potential of moisture damage in HMA mixtures; lime has been one of the most common ones. The Nevada Department of Transportation has been using lime in HMA mixtures since the mid-1980s. The objective of this research was to quantify the improvements in pavement performance that have been realized through the addition of lime to HMA mixtures. The program evaluated field samples and pavement performance data from untreated and lime-treated pavements. The properties of untreated and lime-treated mixtures from field projects in the southern and northwestern parts of Nevada indicate that lime treatment of Nevada's aggregates significantly improves the moisture resistance of HMA mixtures. The study showed that lime-treated HMA mixtures become significantly more resistant to multiple freeze–thaw cycles than do the untreated mixtures. Long-term pavement performance data indicate that under similar environmental and traffic conditions, the lime-treated mixtures provide better-performing pavements with fewer requirements for maintenance and rehabilitation activities. The analysis of the impact of lime on pavement life indicates that lime treatment extends the performance life of HMA pavements by an average of 3 years. This extension represents an average increase of 38% in the expected pavement life.

Laboratory Study on the Effect of Nano TiO2 on Rutting Performance of Asphalt Pavements

2012 ◽  
Vol 622-623 ◽  
pp. 990-994 ◽  
Author(s):  
Javad Tanzadeh ◽  
Fariborz Vahedi ◽  
Pezhouhan T. Kheiry ◽  
Rashid Tanzadeh
Keyword(s):  
Dynamic Loading ◽  
Laboratory Study ◽  
Hot Mix Asphalt ◽  
Asphalt Pavement ◽  
Asphalt Binder ◽  
Asphalt Pavements ◽  
Pavement Performance ◽  
Laboratory Research ◽  
Wheel Tracking Test ◽  
Wheel Tracking

Modification of the asphalt binder is one approach taken to improve Asphalt pavement performance. Rutting is one of the most important factors that could reduce the life of asphalt pavements.Nowadays, the application of nanotechnologyto achieve materials that are more resistant is expanding in asphalt pavement thatNano-TiO2is among the most exciting and promising classes of materials discovered recently. The purpose of this study is laboratory research on the effect of Nano-TiO2in improving Bitumen property and rutting resistance in Asphalt pavement under dynamic loading. For this purpose, the wheel-tracking test was carried outon ordinary and Nano-TiO2modified hot mix asphalt samples.The results illustrate that using Nano-TiO2in asphaltbinder samples cause to an improvement in ruttingdepth in comparison with theordinarymixtures.

Incorporating Variability into Pavement Performance, Life-Cycle Cost Analysis, and Performance-Based Specification Pay Factors

2005 ◽  
Vol 1940 (1) ◽  
pp. 13-20 ◽  
Author(s):  
Leanne Whiteley ◽  
Susan Tighe ◽  
Zhanmin Zhang
Keyword(s):  
Life Cycle ◽  
Service Life ◽  
Cost Analysis ◽  
Life Cycle Cost ◽  
Service Performance ◽  
Pavement Performance ◽  
Life Cycle Cost Analysis ◽  
Asphalt Overlay ◽  
Design Life

This paper describes a recent research study that examined how changes in design life affected the pavement life-cycle cost and ultimately how the reduction in or addition to life-cycle cost attributed to superior or inferior in-service performance could be used as a basis for establishing a pay factor for a performance-based specification. Previous models were developed with data from the Canadian Long-Term Pavement Performance Program, which indicated that overlay thickness, total prior cracking, annual freezing index, annual days with precipitation, and accumulated equivalent single-axle loads (ESALs) after 8 years affected the slope of pavement deterioration for asphalt overlay pavements. One of these models, as well as data from the U.S. Long-Term Pavement Performance test sites, is used to determine the service life of asphalt overlay pavements. This paper examines how the variability associated with overlay thickness, total prior cracking, and accumulated ESALs after 8 years affects the service life of asphalt overlay pavements. Furthermore, this paper considers the variability associated with the discount rate and incorporates all associated variability into the life-cycle cost analysis (LCCA). LCCA is performed by using Monte Carlo techniques. On the basis of a recent study, distributions for service life and life-cycle costs are developed by using both normal and lognormal distributions for overlay thickness. With the LCCA values for typical design lives, a sensitivity analysis is subsequently performed to evaluate the impact of 10%, 20%, and 30% differences in the in-service performance as compared to the design life. These LCCA differences are then used as a basis for establishing pay factors. Overall the paper attempts to relate design to in-service performance life-cycle cost and the ultimate use of pay factors.

Sign in / Sign up

Export Citation Format

Share Document