Contribution of MnROAD Research to Improvements in Concrete Pavement Technology from 1994–2019

2020 ◽  
Vol 2674 (7) ◽  
pp. 56-66
Author(s):  
Thomas Burnham ◽  
Benjamin Worel ◽  
Bernard Izevbekhai
Keyword(s):  
American Association ◽  
Monitoring And Evaluation ◽  
Concrete Pavement ◽  
Research Facility ◽  
Traffic Loading ◽  
State Highway ◽  
Traffic Loads ◽  
Pavement Monitoring ◽  
National Road ◽  
Research Alliance

By the late 1980s several states, including Minnesota, began to wonder if American Association of State Highway Official (AASHO) based asphalt and concrete pavement designs were still valid, given the significant changes in traffic loads, materials and construction practices over time. This interest in validating current designs, as well as seeking improved and more efficient designs and materials, led to the creation of the Minnesota Road Research facility, known as MnROAD. Construction of the first phase of test sections at MnROAD took place from 1991 to 1994, and it was open to traffic loading commencing on July 15, 1994. Since 1994, three phases of pavement research have been, and continue to be, conducted at MnROAD. In its first 25 years of operation, an overwhelming amount of pavement research and development has been accomplished at MnROAD. The focus of this paper is to describe many of the more unique and significant findings that have improved concrete pavement technology not only in Minnesota, but throughout the U.S. and other parts of the world. The contributions are categorized into the following areas: design, materials, construction, rehabilitation, pavement monitoring and evaluation, and full-scale testing. In each of the areas, the significant contributions are described and relevant references are cited. The positive contributions of MnROAD toward concrete pavement knowledge and technology have been recognized, and as a result, the MnROAD facility will continue to operate successfully into the future under the National Road Research Alliance (NRRA).

Novel Assessment Method for Support Conditions of Concrete Pavement under Traffic Loads using Distributed Optical Sensing Technology

2020 ◽  
Vol 2674 (4) ◽  
pp. 42-56
Author(s):  
Mengyuan Zeng ◽  
Difei Wu ◽  
Hongduo Zhao ◽  
Hui Chen ◽  
Zeying Bian
Keyword(s):  
Frequency Spectrum ◽  
Assessment Method ◽  
Concrete Pavement ◽  
The Novel ◽  
Moving Loads ◽  
Traffic Loads ◽  
Sensing Technology ◽  
Novel Method ◽  
Support Conditions ◽  
The Impact

Loss of support is a common concrete pavement distress that may affect pavement performance directly. Previous studies have proved that vibration-based methods have the potential for detecting loss of support in a more efficient way but this is limited by loading conditions. This paper presents a further study concerning the effects of moving loads and proposes a novel method for assessing support conditions of concrete pavement under traffic loads using distributed optical vibration sensing technology. First, finite element analysis and laboratory tests were conducted to investigate the impact of loss of support on pavement vibration induced by moving loads with reference to the frequency spectrum. The impact of loading conditions, including loading position and speed, was also studied using the same methods. The results indicate that both loss of support and loading characteristics have a considerable effect on the distribution of the frequency spectrum. It is proved that weighted frequency can be utilized for assessment of support conditions under a specific loading condition. It is suggested the loading position needs to be close to the measurement point (distance < 0.3 m) to obtain stable and reliable data for assessment of support conditions. In addition, the loading speed should be adequately fast and steady (4 to 5 m/s) to ensure the significance of the effect of loss of support. A field test was conducted in an airport, and the novel assessment method was validated by comparing it with a conventional deflection-based method. The novel method proved to be reliable for implementation in practice.

Crash Testing and Evaluation of Culvert-Mounted Midwest Guardrail System

2020 ◽  
Vol 2674 (7) ◽  
pp. 161-171
Author(s):  
Mojdeh Asadollahi Pajouh ◽  
Robert W. Bielenberg ◽  
Jennifer D. Schmidt-Rasmussen ◽  
Ronald K. Faller
Keyword(s):  
American Association ◽  
Water Drainage ◽  
Test Installation ◽  
State Highway ◽  
Crash Testing ◽  
Test Number ◽  
Box Culverts ◽  
Level 3 ◽  
Crash Tests ◽  
Test Level

Concrete box culverts are usually installed under roadways to allow water drainage without affecting the motoring public. Culvert openings can represent a hazard on the roadside when they do not extend outside of the clear zone, and often require safety treatments in the form of roadside barriers. In this study, a modified design of Midwest Guardrail System (MGS) was evaluated for installation on a low-fill culvert with the strong-post attachment using through-bolts and epoxy anchorage through full-scale crash testing. The test installation consisted of MGS with a 31 in. top rail height, supported by W6 × 9 posts, spaced at 37½ in., attached to a low-fill culvert’s top slab with a 12 in. offset from the back of the post to the culvert headwall. Two crash tests were conducted according to the American Association of State Highway and Transportation Officials’ (AASHTO) Manual for Assessing Safety Hardware (MASH) 2016 Test Level 3 impact safety criteria. In test number CMGS-1, a 2,428-lb car impacted the MGS attached to the culvert at a speed of 61.3 mph and at an angle of 25.1°. In test number CMGS-2, a 5,013-lb pickup truck impacted the MGS attached to the culvert at a speed of 62.8 mph and an angle of 25.7°. In both tests, the vehicle was safely redirected and captured. Both tests were deemed acceptable according to TL-3 safety criteria in MASH. Recommendations were made for the safe installation of MGS atop low-fill culverts as well as transitions from the standard MGS to the culvert-mounted MGS.

scholarly journals Recycling of a Concrete Pavement after over 80 Years in Service

Materials ◽  
2020 ◽  
Vol 13 (10) ◽  
pp. 2262 ◽  
Author(s):  
Tomasz Rudnicki ◽  
Robert Jurczak
Keyword(s):  
Compressive Strength ◽  
Fatigue Testing ◽  
Heavy Traffic ◽  
Concrete Pavement ◽  
Petrographic Analysis ◽  
Concrete Aggregate ◽  
Freezing And Thawing ◽  
Traffic Loading ◽  
Freeze Thaw ◽  
Renewal Project

This article presents the results of fatigue testing and assessment of the mechanical and physical properties of the concrete pavement of the A6 motorway, which was put in service in 1938. After 82 years of operation under heavy traffic loading conditions, the pavement was fully recycled by crushing of the existing concrete and reuse of the reclaimed material in the new courses of pavement placed as part of the motorway renewal project. The main objective of this research was to determine the properties of the tested concrete, including compressive strength, water absorption and freeze-thaw resistance after 150 cycles of alternate freezing and thawing. The resistance of the concrete to the action of de-icing products was also checked. The article also presents the results of petrographic analysis of the aggregates. Additionally, concrete sampled from the pavement was evaluated for freeze-thaw resistance in relation to the determined porosity characteristics. The tested concrete, which was subjected to over 80 years of traffic loading on the A6 motorway, was found to meet the highest requirements as currently applied for the extra heavy-duty pavements. With a compressive strength value in excess of 50 MPa, the tested concrete can be rated at least CC40, according to EN 13877-2:2013-08. The samples were found to satisfy the freeze-thaw resistance requirements of an F150 rating. The air void analysis showed that the analyzed concrete contained 1.6% of micropores, i.e., air voids smaller than 300 μm (A300). The spacing factor, in turn, was below 0.200 mm (L = 0.185 mm). The example of the A6 motorway renewal project served to demonstrate that reclaimed concrete aggregate, obtained by crushing the entire pavement, can be used for production of the new pavement courses.

Centrifuge testing to simulate buried reinforced concrete pipe joints subjected to traffic loading

2015 ◽  
Vol 52 (11) ◽  
pp. 1762-1774 ◽  
Author(s):  
Boris Rakitin ◽  
Ming Xu
Keyword(s):  
Reinforced Concrete ◽  
Large Diameter ◽  
Traffic Load ◽  
Surface Loading ◽  
Traffic Loading ◽  
Centrifuge Testing ◽  
Geotechnical Centrifuge ◽  
State Highway ◽  
Concrete Pipe ◽  
The Right

Pipeline water leakage has become a serious problem in many countries. It has been widely noted that most of the damage to the pipelines occurs in the joints where two pipes are connected to each other. This paper presents the results of a geotechnical centrifuge testing program in which the response of a 12 m long (in prototype scale) large-diameter reinforced concrete pipeline with gasketed bell-and-spigot joints subjected to three standard American Association of State Highway and Transportation Officials design load configurations has been investigated. The results show that most vertical pipe movements occurred during the first 10 cycles of traffic loading. Under design tandem loading, the pipe joint displacements were significantly higher than those under the other two traffic load configurations. An increase of soil cover depth resulted in a reduced influence of surface loading, the effect of which was the most significant for two single pairs of wheels of design trucks in passing mode. Furthermore, two pipes on the left side and two pipes on the right side from the tested joint were influenced significantly by the surface loading, while the pipeline movements were not symmetrical. Although the joint directly under the load experienced the largest rotation, the possibility of leakage in the second joint in the spigot-to-bell direction was also high, due to large differential displacement between the pipes.

scholarly journals Durability of concrete pavement strengthened with asphalt layer with FRP fibres

2018 ◽  
Vol 64 (3) ◽  
pp. 81-97
Author(s):  
P. Tutka ◽  
R. Nagórski ◽  
P. Radziszewski ◽  
M. Sarnowski ◽  
M. Złotowska
Keyword(s):  
Fatigue Life ◽  
Concrete Slab ◽  
Asphalt Mixture ◽  
Concrete Pavement ◽  
Cement Concrete ◽  
Asphalt Overlay ◽  
Road Pavement ◽  
Traffic Loads ◽  
Pavement Structures ◽  
The Impact

SummaryPavements made of cement concrete, used for road constructions, are damaged during use. This applies to both the pavements of rural and forest roads with very low traffic loads, as well as road pavements with high traffic loads. One of the most effective ways of repairing damaged concrete cement pavements is through placing an asphalt overlay on a concrete slab. In order to increase the fatigue life of the asphalt overlay, asphalt mixtures are modified with fibres. One technological solution is to use FRP (Fiber Reinforced Polymer), an innovative material with improved properties. The aim of this paper is to assess the impact of asphalt overlays modified with a new type of fibres to strengthen the durability of weakened cement concrete pavement structures. On the basis of the conducted analyses, it was shown that the use of an asphalt layer reinforcement increases fatigue life, for both 15 cm thick prefabricated slabs and a typical road pavement for average traffic made of 25 cm doweled and anchored concrete slabs. There was a significant increase in the fatigue life of the concrete pavement structure as a result of modifying the overlaid asphalt mixture with FRP fibres.

scholarly journals Perencanaan jalur sepeda Kota Blitar yang terintegrasi dengan stasiun dan terminal

2019 ◽  
Vol 16 (2) ◽  
Author(s):  
Herawati Herawati
Keyword(s):  
American Association ◽  
State Highway

Pada abad ke 21, terdapat beberapa alasan untuk meningkatkan moda bersepeda karena kemacetan dan beberapa permasalahan transportasi. Berdasarkan pada kondisi tersebut, Kota Blitar mengusulkan untuk melaksanakan program bersepeda dengan memberikan sepeda gratis untuk pelajar pada tingkatan Sekolah Menengah Pertama (SMPN). Dalam upaya untuk mewujudkan program tersebut maka perlu ditunjang oleh keberadaan sarana dan prasarana yang memadai dan aman seperti jalur sepeda. Tujuan dari kajian ini adalah melakukan perencanaan jalur sepeda di Kota Blitar sementara  metodologi yang digunakan untuk perencanaan tersebut seperti metode perencanaan fasilitas sepeda dari American Association of State Highway and Transportation Official (AASHTO), desain jalur sepeda berdasarkan Manual Kapasitas Jalan Indonesia (MKJI) dan Pedoman perencanaan bersepeda di perkotaan dari Asosiasi Transportasi Perkotaan Nasional. Studi adalah menetapakan jalur sepeda yang menggunakan 4 (empat) prinsip perencanaan yang terdiri dari konektivitas dan keberlanjutan, keamanan, kenyamanan, dan kemenarikan. Perencanaan jalur sepeda yang dihasilkan dari studi ini berupa rute jalur sepeda yang terdiri dari rute utama, rute top local dan rute lokal.

scholarly journals Influence of Compressive, Tensile and Fatigue Stresses on Asphalt and Concrete Cement Road Pavements in Nigeria - Using Linear Elastic Theory

2018 ◽  
pp. 1-19
Author(s):  
J. E. Ogbezode ◽  
A. I. Adeleke ◽  
A. S. Adebayo
Keyword(s):  
Tensile Strain ◽  
Axial Loading ◽  
Concrete Pavement ◽  
Base Layer ◽  
Asphalt Pavements ◽  
Fatigue Cycle ◽  
Traffic Loading ◽  
Linear Elastic ◽  
Pavement Structures ◽  
Fundamental Equations

The high brittle nature of pavement structures have been  carefully examined based on compressive, tensile strain and the harsh effects of fatigue cycle with reference to the base layer thicknesses and elastic strains during and after construction were examined. Subjection of asphalt and concrete-cement pavements to traffic loading and tyre pressure also influences the vertical stress and strain values for the asphalt and concrete materials under the same axial loading conditions. Using various fundamental equations under linear elastic conditions for the analysis of Asphalt and Concrete Cement structure revealed that both materials do respond differently to compressive and tensile stresses under similar mechanical conditions. Effect of compressive stresses and strains on concrete pavement is larger compare to asphalt pavement due to large thickness sub-base layer of its pavement structure. Both pavement layer thicknesses are independent of fatigue cycle under harsh traffic loading. Thus, concrete pavement has shown better fatigue resistance and less tensile strain values than asphalt pavements due to high pavement layer thickness regardless of the load distribution.

scholarly journals PERENCANAAN TEBAL LAPIS PERKERASAN KAKU PADA RUAS JALAN KAPTEN DASUKI BAKRI

ASTONJADRO ◽  
2020 ◽  
Vol 8 (2) ◽  
pp. 57
Author(s):  
Rigi Muharam
Keyword(s):  
American Association ◽  
State Highway ◽  
Full Circle ◽  
Aashto 1993

<p class="Abstrak">Jalan merupakan prasarana transportasi darat yang paling banyak digunakan oleh masyarakat untuk melakukan mobilitas keseharian. Jalan Kapten Dasuki Bakri merupakan jalan akses menuju Universitas Inais, Pamijihan dan jalur akses wisata gunung salak, yang kondisi sekarang ini mengalami kerusakan di beberapa titik diantaranya kerusakan jalan berlubang akibat limpahan air dari saluran drainase yang tidak berfungsi dengan baik, aspal yang mengalami kerusakan dan mengelupas, beban muatan kendaraan yang melintas. Seringnya penanganan dalam perbaikan kerusakan tersebut yang hasilnya tidak sampai bertahan lama, maka perlu adanya suatu penanganan peningkatan jalan yang tepat yang dapat mengatasi kerusakan – kerusakan pada ruas jalan tersebut dan sehingga jalan dapat bertahan lama. Masalah tersebut perlu diatasi dengan cara melakukan overlay jalan dengan perkerasan beton dengan umur rencana 20 tahun dan perhitungan geometrik pada lokasi penelitian tersebut. Penelitian ini memiliki tujuan untuk mendapatkan gambaran kondisi eksisting kerusakan jalan, dan mendapatkan perhitungan teknis tebal perkerasan kaku yang sesuai kondisi lalu lintas yang ada. Analisa perkerasan kaku jalan menggunakan standard Metode AASHTO (<em>American Association of State Highway and Transportation Officials</em>), serta perhitungan geometrik kondisi jalan menggunakan standard AASHTO (<em>American Association of State Highway and Transportation Officials</em>) dan Bina Marga 2002. Hasil analisis didapatkan tebal sesuai kondisi sembilan tabel AASHTO 1993 adalah 24 cm dengan tulangan memanjang D12-300 mm, tulangan melintang D31-840 mm, Dowel atau <em>Tie bar </em>yang dipakai dengan diameter 12 mm, panjang 500 mm, dan jarak 300 mm dan hasil geometrik dari analisis jalan tersebut adalah full circle.</p>

scholarly journals Alternate Method of Pavement Assessment Using Geophones and Accelerometers for Measuring the Pavement Response

2020 ◽  
Vol 5 (3) ◽  
pp. 25
Author(s):  
Natasha Bahrani ◽  
Juliette Blanc ◽  
Pierre Hornych ◽  
Fabien Menant
Keyword(s):  
Full Scale ◽  
Displacement Sensor ◽  
Traffic Loading ◽  
Pavement Monitoring ◽  
In Situ Sensors ◽  
Vibrating Table ◽  
Processing Techniques ◽  
Falling Weight ◽  
Pavement Instrumentation

Pavement instrumentation with embeddable in-situ sensors has been a feasible approach to determine pavement deteriorations. Determining pavement deflections during the passage of the load is a promising strategy to determine the overall performance of the pavement. There are different devices that apply loads to the pavements and measure the deflection basin, these include static, vibratory, or impulse loadings. Most commonly used are the static loading like Benkelman beam and impulse loading like the Falling Weight Deflectometer (FWD). However, these techniques are costly and the measurements are recorded infrequently, i.e., once per year or two years. This study focuses on the use of geophones and accelerometers to measure the surface deflections under traffic loading. To develop a method to measure pavement deflections, the sensors were submitted first to laboratory tests, and then tested in situ, in a full scale accelerated pavement test. In the laboratory, the sensors were submitted to different types of loading using a vibrating table. These tests were used to determine the noise and sensitivity of the sensors, and then to evaluate their response to signals simulating pavement deflections under heavy vehicles. The sensor response was compared with measurements of a reference displacement sensor. Different processing techniques were proposed to correct the measurements from geophones and accelerometers, in order to obtain reliable deflection values. Then, the sensors were evaluated in a full scale accelerated test, under real heavy axle loads. Tests were performed at different loads and speeds, and the deflection measurements were compared with a reference anchored deflection sensor. The main advantage of using accelerometers or geophones embedded in the pavement is to enable continuous pavement monitoring, under real traffic. The sensor measurements could also be used to determine the type of vehicles and their corresponding speeds. The study describes in detail the signal analysis needed to measure the pavement deflections accurately. The measurements of pavement deflection can be then used to analyze the pavement behavior in the field, and its evolution with time, and to back-calculate pavement layer properties.

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