scholarly journals Evaluation of Pavement Performance due to Overload Single-Trip Permit Truck Traffic in Wisconsin

2018 ◽  
Vol 2018 ◽  
pp. 1-11 ◽  
Author(s):  
Hani H. Titi ◽  
Nicholas J. Coley ◽  
Valbon Latifi
Keyword(s):  
Field Work ◽  
Test Site ◽  
Field Investigation ◽  
Pavement Performance ◽  
Truck Traffic ◽  
Traffic Loads ◽  
Pavement Deterioration ◽  
Design Software ◽  
Surface Distress ◽  
Pavement Me Design

This study investigated the impacts of overweight (OW) permit truck traffic on flexible pavement performance in Wisconsin using field investigation and analysis utilizing the AASHTOWare Pavement ME Design software. A database of overweight single-trip permit truck records was analysed to produce a network of Wisconsin corridors heavily travelled by OW trucks. Four Wisconsin highways were selected for investigation due to high levels of OW truck traffic. The research included field work (traffic counts and visual pavement surface distress surveys) and AASHTOWare Pavement ME Design. Comprehensive analyses were conducted to evaluate pavement performance due to normal traffic loads as well as normal traffic loads plus the OW truck traffic loads. The use of mechanistic-empirical (ME) pavement analyses provided a methodology for estimating the proportion of pavement deterioration attributable to OW truck traffic. OW axle load distributions were developed and integrated with baseline truck traffic levels to develop axle load spectra and other traffic input parameters for the ME pavement analysis. The predicted total pavement deterioration levels from the AASHTOWare Pavement ME Design software were generally consistent with the levels of deterioration observed. The proportion of pavement damage and deterioration attributable to OW truck traffic was predicted to constitute a relatively minor proportion of total deterioration, with most distress indices showing relative increases of approximately 0.5% to 4%, with a few outliers. However, due to the small proportion of OW vehicles relative to the overall traffic levels, the OW vehicles were generally predicted to cause up to ten times the per-truck damage as compared with a typical legal-weight truck, depending on the distress mode and the test site.

Evaluation of Seasonal Effects on Subgrade Soils

2003 ◽  
Vol 1821 (1) ◽  
pp. 47-55 ◽  
Author(s):  
Andrew G. Heydinger
Keyword(s):  
Seasonal Variations ◽  
Resilient Modulus ◽  
Monitoring Program ◽  
Test Site ◽  
Pavement Design ◽  
Seasonal Effects ◽  
Pavement Performance ◽  
Climatic Effects ◽  
Subgrade Soils ◽  
Frost Penetration

One objective of the FHWA’s Long-Term Pavement Performance (LTPP) program is to determine climatic effects on pavement performance. The LTPP instrumentation program includes seasonal monitoring program (SMP) instrumentation to monitor the seasonal variations of moisture, temperature, and frost penetration. Findings from the SMP instrumentation are to be incorporated into future pavement design procedures. Data from SMP instrumentation at the Ohio Strategic Highway Research Program Test Road (US-23, Delaware County, Ohio) and other reported results were analyzed to develop empirical equations. General expressions for the seasonal variations of average daily air temperature and variations of temperature and moisture in the fine-grained subgrade soil at the test site are presented. An expression for the seasonal variation of resilient modulus was derived. Average monthly weighting factors that can be used for pavement design were computed. Other factors such as frost penetration, depth of water table, and drainage conditions are discussed.

Impacts of Nighttime-Only Truck Traffic Regulation on Pavement Performance

2015 ◽  
Vol 21 (1) ◽  
pp. 04014032
Author(s):  
Shi Qiu ◽  
Danny X. Xiao ◽  
Kelvin C. P. Wang ◽  
Wenjuan Wang ◽  
Mike M. Moravec
Keyword(s):  
Pavement Performance ◽  
Truck Traffic ◽  
Traffic Regulation

Investigating Taylor’s frozen turbulence hypothesis in the surface layer at an ideal desert field site using fibre-optic distributed temperature sensing

2021 ◽  
Author(s):  
Rainer Hilland ◽  
Andreas Christen ◽  
Roland Vogt
Keyword(s):  
Boundary Layer ◽  
Sonic Anemometer ◽  
Field Work ◽  
Field Investigation ◽  
Temperature Sensing ◽  
Temperature Fields ◽  
Fibre Optic ◽  
Distributed Temperature Sensing ◽  
Plan View ◽  
Wide Range

<p>Taylor’s frozen turbulence hypothesis is the most critical assumption through which time-resolving sensors may be used to derive statistics of the turbulent spatial field. Namely, it relates temporal autocorrelation to spatial correlation via the mean wind speed and is invoked in almost all boundary layer field work. Nevertheless, the conditions and scales over which Taylor’s hypothesis is valid remain poorly understood in the atmospheric boundary layer.</p> <p>As part of the Namib Turbulence Experiment (NamTEX) campaign in March 2020, a pseudo-3D fibre-optic distributed temperature sensing (DTS) array was installed within a 300 x 300 m area in the Namib desert. The array is X-shaped in plan view and contains 16 measurement heights from 0.45 m to 2.85 m. Fibre-optic sensing provides air temperature measurements at unprecedented spatio-temporal density (0.25 m horizontally, 0.17 m vertically, and 1 Hz) and was coupled with a vertical array of traditional sonic anemometer point measurements to investigate the relationship between spatial and temporal temperature fields. The Namib provides an ideal location for fundamental boundary layer research: homogenous flat surfaces, no vegetation, little moisture, strong solar forcing, regular and repeated clear-sky conditions, and a wide range of atmospheric stabilities.</p> <p>Using the NamTEX DTS array we present the first field investigation of Taylor’s hypothesis that considers boundary layer stability and is independent of wind direction. A novel method of 2d horizontal cross-correlation between all possible points of a single height of the DTS is employed to produce spatial ‘maps’ of the turbulent flow, whose velocity, direction, and size may be tracked through time.</p>

Comprehensive Evaluation of Rutting of Warm-Mix Asphalt Utilizing Long-Term Pavement Performance Specific Pavement Studies

2020 ◽  
Vol 2674 (7) ◽  
pp. 272-283 ◽  
Author(s):  
Biswajit K. Bairgi ◽  
A.S.M. Asifur Rahman ◽  
Rafiqul A. Tarefder ◽  
Matias M. Mendez Larrain
Keyword(s):  
Comprehensive Evaluation ◽  
Field Investigation ◽  
Warm Mix Asphalt ◽  
Pavement Performance ◽  
Laboratory Evaluation ◽  
Production Temperature ◽  
Wheel Tracking Test ◽  
Modified Binder ◽  
Wheel Tracking

Warm-mix asphalt (WMA) technologies allow binder softening for compaction benefits. Lower production temperature also causes reduced short-term aging in WMA. Considering the long-term implication of the reduced aging and binder softening, WMA is being questioned about its rutting characteristics. As such, this study evaluates different WMA technologies for rutting characteristics in comparison to traditional hot-mix asphalt (HMA) through laboratory and field investigation. The study utilized the long-term pavement performance (LTPP) project in the state of New Mexico called Specific Pavement Study-10 (SPS-10), which was designed to evaluate the WMA performances. The LTPP SPS-10 section includes: (i) control HMA, (ii) foaming, (iii) Evotherm, (iv) Cecabase 1, and (v) Cecabase 2 mixtures. Cecabase 2 mixture consists of a polymer-modified binder (PG 70-28+), whereas other mixtures consist of PG 70-28 binder. The aggregate type, properties, and gradations are the same in all the sections. Laboratory evaluation of rutting was conducted through the Hamburg wheel tracking test. Long-term field rutting was evaluated through Mandli’s pavement profile scanner, a laser-based distress evaluation technology. The study found that WMA with foaming, Evotherm, or Cecabase shows slightly higher rutting compared with the control HMA; however, all the sections satisfied laboratory and field rutting criteria. The use of a polymer-modified binder in WMA significantly improves the rutting characteristics.

Iowa Experience on Local Calibration of AASHTOWare Pavement ME Design (PMED) for Jointed Plain Concrete Pavements

2021 ◽  
Author(s):  
Orhan Kaya ◽  
Leela Sai Praveen Gopisetti ◽  
Halil Ceylan ◽  
Sunghwan Kim ◽  
Bora Cetin
Keyword(s):  
Performance Prediction ◽  
Prediction Models ◽  
Plain Concrete ◽  
Pavement Performance ◽  
Local Calibration ◽  
Performance Models ◽  
Local Conditions ◽  
Calibration And Validation ◽  
State Highway ◽  
Pavement Me Design

The AASHTO Mechanistic-Empirical Pavement Design Guide (MEPDG) pavement performance models and the associated AASHTOWare pavement ME design (PMED) software are nationally calibrated using design inputs and distress data largely obtained from National Long-Term Pavement Performance (LTPP) to predict Jointed Plain Concrete Pavement (JPCP) performance measures. To improve the accuracy of nationally-calibrated JPCP performance models for various local conditions, further calibration and validation studies in accordance with the local conditions are highly recommended, and multiple updates have been made to the PMED since its initial release in 2011, with the latest version (i.e., Ver. 2.5.X) becoming available in 2019. Validation of JPCP performance models after such software updates is necessary as part of PMED implementation, and such local calibration and validation activities have been identified as the most difficult or challenging parts of PMED implementation. As one of the states at the forefront of implementing the MEPDG and PMED, Iowa has conducted local calibration of JPCP performance models extending from MEPDG to updated versions of PMED. The required MEPDG and PMED inputs and the historical performance data for the selected JPCP sections were extracted from a variety of sources and the accuracy of the nationally-calibrated MEPDG and PMED performance prediction models for Iowa conditions was evaluated. To improve the accuracy of model predictions, local calibration factors of MEPDG and PMED performance prediction models were identified and gained local calibration experiences of MEPDG and PMED in Iowa are presented and discussed here to provide insight of local calibration for other State Highway Agencies (SHAs).

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