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).

Development of Canadian asphalt pavement deterioration models to benchmark performance

2003 ◽  
Vol 30 (4) ◽  
pp. 637-643 ◽  
Author(s):  
Chris Raymond ◽  
Susan Tighe ◽  
Ralph Haas ◽  
Leo Rothenburg
Keyword(s):  
Univariate Analysis ◽  
Pavement Performance ◽  
Site Location ◽  
Site Factors ◽  
Asphalt Overlay ◽  
Pavement Roughness ◽  
Pavement Deterioration ◽  
Individual Project ◽  
Asphalt Overlays

The Canadian Long Term Pavement Performance (C-LTPP) study, initiated in 1989, involves 65 sections located at 24 sites constructed with various asphalt overlay rehabilitation treatments. This study investigates the impacts of the various alternative rehabilitation treatments on pavement roughness progression. A series of models are developed for predicting the rate of pavement deterioration occurring for the first 8 years of service. The models examine both within-site factors and between-site factors. Site location is found to be the primary influence on the rate of pavement deterioration. Overlay thickness and the amount of cracking prior to rehabilitation are also determined to influence pavement deterioration at a strong statistical level. Models are provided for benchmarking the performance of pavements across Canada, for comparison with individual project designs, and for estimating the performance of designs with different overlay thickness.Key words: Canadian Long Term Pavement Performance program, roughness, pavement deterioration, site effects, asphalt overlays, benchmark, univariate analysis.

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.

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.

Calibration of Mechanistic-Empirical Rutting Model for In-Service Pavements

1998 ◽  
Vol 1629 (1) ◽  
pp. 159-168 ◽  
Author(s):  
Hesham A. Ali ◽  
Shiraz D. Tayabji ◽  
Francesca La Torre
Keyword(s):  
Plastic Deformation ◽  
Failure Mode ◽  
Good Predictor ◽  
Climatic Conditions ◽  
Empirical Models ◽  
Pavement Performance ◽  
Mechanistic Models ◽  
Design Features ◽  
Traffic Loading

Rutting is a major failure mode for flexible pavements. Pavement engineers have been trying to control and arrest the development of rutting for years. Many models are available to relate pavement rutting to design features, traffic loading, and climatic conditions. These models range from purely empirical to mechanistic models. Mechanistic-empirical models (the Asphalt Institute and Shell) were used to predict the development of rutting for 61 Long-Term Pavement Performance (LTPP) test sections. The rutting damage, calculated using these models, did not appear to be a good predictor of the observed rutting depth. A new rutting model was developed and calibrated using the data from the 61 LTPP sections. The model accounts for the plastic deformation in all pavement layers and allows the use of actual axle load and type, rather than the equivalent single axle load, in characterizing traffic.

Impact of subgrade soils on pavement roughness

2016 ◽  
Vol 53 (4) ◽  
pp. 687-695
Author(s):  
Michel Vaillancourt ◽  
Daniel Perraton
Keyword(s):  
Road Construction ◽  
Soil Variability ◽  
International Roughness Index ◽  
Long Wavelength ◽  
The Road ◽  
Subgrade Soils ◽  
Road Section ◽  
Pavement Roughness ◽  
Subgrade Soil ◽  
The Impact

To highlight the impact of subgrade soil variability on the pseudo-profile and roughness at the end of road construction, a research program has been carried out at the Laboratoire sur les chaussées et matériaux bitumineux at École de technologie supérieure (ÉTS). The analysis is intended to highlight the variability of materials’ characteristics according to the longitudinal and vertical axes of the road. The proposed approach aims to calculate potential settlement variations through a global numerical simulation of a road section, in a bid to identify the expected pseudo-profile and to quantify the roughness quality by calculating the international roughness index (IRI). The proposed methodology was tested at a new road construction project in Québec. Here, the results of the simulations are compared to the details of the actual pseudo-profile obtained at the end of road construction for the project under study. It is shown, through the finite difference modeling of the mechanical behavior of the subgrade soil (FLAC calculation code), that the long wavelength pseudo-profile of the road at the end of construction can be determined, and that it is strongly influenced by subgrade soil variability. This article presents a second analysis carried out by Vaillancourt and Perraton in 2015 as part of a study of the impact of subgrade soils on pavement roughness.

Evaluation of Long-Term Pavement Performance Data Using HDM-III Probabilistic Failure-Time Models for Crack Initiation in Bituminous Pavements

1997 ◽  
Vol 1592 (1) ◽  
pp. 125-133 ◽  
Author(s):  
Thomas J. Van Dam ◽  
Andrew D. Chesher ◽  
David G. Peshkin
Keyword(s):  
Crack Initiation ◽  
Failure Time ◽  
Climatic Factors ◽  
Pavement Performance ◽  
General Applicability ◽  
Highway Design ◽  
Depth Analysis ◽  
Pavement Deterioration ◽  
Bituminous Pavements

Cracking is perhaps the most important distress in bituminous pavements. It plays a key role in modeling bituminous pavement performance in the World Bank’s Highway Design and Maintenance Standards Model Version III (HDM-III) with the belief that a cracked pavement is susceptible to moisture ingress, which accelerates pavement deterioration. Strategic Highway Research Program Long-Term Pavement Performance (LTPP) data were analyzed by using the probabilistic failure-time crack initiation models previously developed for use in HDM-III. On the basis of that analysis, it is concluded that the HDM-III models do not accurately capture the climatic factors that play a role in linear cracking initiation typically observed in North America. When considering only fatigue-related cracking, HDM-III models could be successfully fit to the data, but concerns related to the shape parameter call into question their general applicability. It is concluded that although some aspects of this analysis suggest that HDM-III models adequately model fatigue-related crack initiation in LTPP pavement sections, overall the results are inconclusive and a more in-depth analysis needs to be conducted.

scholarly journals Evaluation of Pile Technique to Improve Weak Subgrade Soil Under Traffic Loading

2018 ◽  
Vol 7 (4.20) ◽  
pp. 563
Author(s):  
Yasir H. Muttashar ◽  
Yasir M. AL-Badran ◽  
Namir G. Ahmed Alkawaaz
Keyword(s):  
Three Dimensional ◽  
Material Model ◽  
Traffic Loading ◽  
Subgrade Soils ◽  
Fine Grained ◽  
Subgrade Soil ◽  
Transportation Development ◽  
Component Models ◽  
The Impact ◽  
Crude Material

The quick imperative for transportation development has driven thruway specialists to find safe approaches to construct the foundation of roadway on delicate subgrade layers. Nonetheless, Delicate immersed fine-grained subgrade soils are remarkable by extraordinary volume change and little shear quality. Numerous issues identified with building roadway dikes over delicate subgrade layer i.e.; dikes flimsiness, high settlements and tedious required for union of the establishment soil. The impact of utilizing Heaped dike to upgrade the execution of asphalt frameworks including increment the roadway benefit life. The investigational work included paired models: crude materials model and heaps show were considered. A research center model tests are completed to created the black-top asphalt layers and configuration cycling load framework likewise to the standard single pivot wheel stack, that were organized amid a plan and amassing of metal Box show. Three-dimensional (3-D) limited component models has been altered in this work for adaptable asphalt setup utilizing ABAQUS programming ver.6.14.4 to break down and reenact the reaction of the asphalt layers of all models with the cycles connected load and soil relocation. The aftereffects of this work demonstrate that the lasting dislodging at the surface of black-top solid (air conditioning) layer utilizing the heap strategy display as contrasted and the crude material model shows diminishes by (14.62%). The consequences of ABAQUS program have a decent concurrence with the trial results. 

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