Use of Data from Specific Pavement Studies Experiment 5 in the Long-Term Pavement Performance Program to Compare Virgin and Recycled Asphalt Pavements

2011 ◽  
Vol 2208 (1) ◽  
pp. 82-89 ◽  
Author(s):  
Randy West ◽  
Jenna Michael ◽  
Rod Turochy ◽  
Saeed Maghsoodloo
Keyword(s):  
Asphalt Pavements ◽  
Pavement Performance ◽  
Recycled Asphalt ◽  
Use Of Data

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.

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.

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.

Cold Recycling of Waste Asphalt Pavement in Cold Region

2011 ◽  
Vol 183-185 ◽  
pp. 319-322
Author(s):  
Yong Li Xu ◽  
Pei Feng Cheng ◽  
Guo Feng Liu ◽  
Ming Chen Lei
Keyword(s):  
Low Temperature ◽  
Bending Test ◽  
Asphalt Pavements ◽  
Recycled Asphalt ◽  
Split Test ◽  
Cold Recycling ◽  
Long Term Performance ◽  
Emulsified Asphalt ◽  
Term Performance

The characteristics of the mixture of recycled asphalt pavements with emulsified asphalt and cement, as the pavement material, was investigated in this research. Kantabro Loss test was used to evaluate initial performance of the recycling mixture and to propose appropriate parameter. Rutting test, split test and low-temperature bending test were carried out to evaluate the long-term performance. The performance of the mixture at low temperature was one of the most important factors to be considered to ensure its application in cold areas. The results showed that the performance of the mixture was effect by old mixes milled. The proposed application conditions of the recycled mixture were also discussed in this paper.

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
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