Developing a Quantitative Rating System for Continuously Reinforced Concrete Pavement

2000 ◽  
Vol 1699 (1) ◽  
pp. 11-15
Author(s):  
Shie-Shin Wu
Keyword(s):  
Reinforced Concrete ◽  
Concrete Pavement ◽  
Pavement Management ◽  
Rating System ◽  
Pavement Management System ◽  
Priority Ranking ◽  
Jointed Concrete Pavement ◽  
Similar Rating ◽  
Quantitative Rating ◽  
Surface Distress

A jointed concrete pavement rating system based on sampling and quantitative surface distress data was developed several years ago for North Carolina. This rating system has been adopted by the pavement management system for the priority ranking of projects. The first attempt to develop a similar rating system for continuously reinforced concrete (CRC) pavement was made with no fruitful results. There remains an urgent need for a comparable CRC rating system for project ranking. Another attempt that used a different approach was made. A linear regression equation was developed, and the correlation with experts’ rating was reasonably good.

Probabilistic Analysis of Highway Pavement Life for Illinois

2003 ◽  
Vol 1823 (1) ◽  
pp. 111-120 ◽  
Author(s):  
Nasir G. Gharaibeh ◽  
Michael I. Darter
Keyword(s):  
Reinforced Concrete ◽  
Probabilistic Analysis ◽  
Asphalt Concrete ◽  
Geographic Location ◽  
Concrete Pavement ◽  
Pavement Management ◽  
Slab Thickness ◽  
Probability Of Survival ◽  
Load Carrying ◽  
The Impact

The Illinois Department of Transportation has periodically conducted pavement longevity studies to assess the longevities and the traffic loadcarrying capacities of these new and rehabilitated pavements so that any needed improvements to design, construction, or rehabilitation could be identified and implemented in a timely manner. The results of the latest round of pavement longevity studies in Illinois provide performance data updated through 2000 for new hot-mix asphalt concrete (HMAC), jointed reinforced concrete pavement (JRCP), and continuously reinforced concrete pavement (CRCP) construction as well as the asphalt concrete (AC) overlays (first, second, and third overlays) of these original pavements. These studies were conducted on more than 2,000 centerline miles of Interstate and other freeways that were constructed beginning in the 1950s in Illinois. Significant findings on the performance of the original pavements and overlays were obtained, and these findings will be of value to designers and managers to improve pavement cost-effectiveness and life. Survival curves have an economic impact on the agency. Key findings show the impact of pavement type (HMAC, JRCP, or CRCP), slab thickness, geographic location (north or south), durability cracking (D-cracking), and AC overlay thickness (coupled with preoverlay condition) on longevity and load-carrying capacity. The results of the probabilistic analysis illustrate the wide variation in pavement life and traffic carried. The study also provides models for predicting the probability of survival for various designs of original pavements and AC overlays in Illinois for use in pavement management.

Cost-Effectiveness of Crack Sealing Materials and Techniques for Asphalt Pavements

2000 ◽  
Vol 1697 (1) ◽  
pp. 31-40 ◽  
Author(s):  
David R. Johnson ◽  
Reed B. Freeman ◽  
James R. Stevenson
Keyword(s):  
Pavement Management ◽  
Asphalt Pavements ◽  
First Year ◽  
Transverse Cracks ◽  
Pavement Management System ◽  
Crack Sealing ◽  
Surface Distress ◽  
Accepted Practice ◽  
Project History ◽  
Longitudinal Cracks

Sealing or filling cracked asphalt pavements to prevent the intrusion of water into the pavement structure has long been an accepted practice of the Montana Department of Transportation. Attempts were made to establish the most economical and effective method of sealing pavement cracks for Montana and to better determine crack sealing’s role within Montana’s pavement management system (PvMS). Four experimental test sites were constructed within crack-sealing projects. The test sites included combinations of nine sealant materials and six sealing techniques. Monitoring of the test sites includes visual inspections (for all of the sites) and nondestructive structural readings and surface distress identification under Montana’s PvMS (for one test location). One expectation of the inspections is an estimation of crack sealing’s useful life. Information on project history and project methodology, including the methods used for evaluating the performance of sealed cracks, is presented. Interim conclusions are presented, most of which have been obtained from the two test sites that have been in service for 3 years. Similar performance has been observed for all materials with ASTM D5329 cone penetrations in excess of 90. In general, routing of transverse cracks improved the performance of the sealants. Routing did not appear necessary for centerline longitudinal cracks. Observations from the first year of service for the most recent installation are noted. Notably, router operators appear to prefer the shallow reservoir configuration over square reservoirs. The highest failure rates occur during the coldest period of the year, and much of this distress “heals” after exposure to the summer heat.

Use of Pavement Management System Data For Pavement Engineering Applications

1997 ◽  
Vol 1592 (1) ◽  
pp. 35-45 ◽  
Author(s):  
Nasir Gharaibeh ◽  
Francesca LaTorre ◽  
Michael Darter ◽  
David Lippert
Keyword(s):  
Reinforced Concrete ◽  
Asphalt Concrete ◽  
Feedback System ◽  
Concrete Pavement ◽  
Pavement Management ◽  
Rehabilitation Programs ◽  
Wide Range ◽  
Pavement Engineering ◽  
Overlay Design ◽  
The Mean

Agencies have collected data for pavement management for many years now. These data have been used primarily to develop short- and long-range rehabilitation programs. Another valuable use of these data is improvements to engineering procedures. The Illinois Pavement Feedback System (IPFS) is a comprehensive inventory and monitoring system that was designed in 1984 to provide data for both programming and engineering uses. Over the past 10 years many engineering issues have been addressed through the use of these data. IPFS data were used to provide feedback to designers and administrators on the design of new (or original) pavements and on overlay designs. Results from a survival analysis of thousands of kilometers of original jointed reinforced concrete pavement (JRCP), continuously reinforced concrete pavement and hot-mix asphalt concrete pavements and asphalt concrete (AC) overlays of these pavements were used. Key results relate to performance variability (a wide range of performance was found for identical designs) and thus the need for a design reliability greater than 50 percent, the expected pavement in-service life in terms of both age and traffic [equivalent single axle loads (ESALs)] of each pavement type and overlays (for example, the mean life of JRCP was 24.1 years and 16.6 million ESALs and the mean life of the first thick AC overlay was 14.5 years and 23 million ESALs), the effect of overlay design thickness, and the effect of concrete material durability (D cracking reduced ESALs carried by 50 percent).

Analysis by High-Speed Profile of Jointed Concrete Pavement Slab Curvatures

2000 ◽  
Vol 1730 (1) ◽  
pp. 1-9 ◽  
Author(s):  
Christopher R. Byrum
Keyword(s):  
High Speed ◽  
Profile Analysis ◽  
Concrete Pavement ◽  
Pavement Management ◽  
Pavement Performance ◽  
Analysis Method ◽  
Pavement Rehabilitation ◽  
Curvature Index ◽  
Jointed Concrete Pavement

A high-speed pavement profile analysis method that detects curvature present in the wheelpaths of jointed concrete pavement slabs is presented. This technique can be used to analyze slab curvatures present in pavements and caused by curling and warping forces. The FHWA Long-Term Pavement Performance (LTPP) program has obtained high-speed elevation profiles for the jointed concrete pavements in the study. This profile analysis method reads an LTPP profile and detects imperfections in the road curvature profile, which typically are joints and cracks. It then analyzes the slab regions (intact slab segments) between these numerical imperfections for the presence of curvature. The result of a profile analysis is a road profile index—the curvature index—which represents the average slab curvature present along the wheelpaths for the profile. This profile analysis method was applied to more than 1,100 LTPP GPS3 profiles. The range of the slab curvatures encountered is described, and some key factors related to apparent locked-in curvatures (related to warping and construction) are discussed. The amount of locked-in curvature in slabs significantly affects slab behavior and long-term pavement performance. Curvature information should be available to pavement rehabilitation engineers making fix type and funding decisions for pavements. This new analysis method could be implemented rapidly in routine pavement profile analysis and pavement management systems.

Early Age Performance of Continuously Reinforced Concrete Pavement with Different Types of Aggregate

1997 ◽  
Vol 1568 (1) ◽  
pp. 35-43
Author(s):  
Yoon-Ho Cho ◽  
Terry Dossey ◽  
B. Frank Mccullough
Keyword(s):  
Reinforced Concrete ◽  
Field Test ◽  
Field Tests ◽  
Concrete Pavement ◽  
Crack Spacing ◽  
Winter Period ◽  
Thermal Coefficient ◽  
Curing Methods ◽  
Pavement Construction ◽  
New Variables

The effect of coarse aggregate on pavement performance has been attributed to the volume of aggregate used in pavement construction. The different patterns of crack development for limestone (LS) and siliceous river gravel (SRG) are a typical example of aggregate-induced variable performance in continuously reinforced concrete pavement (CRCP). An attempt was made to find a reasonable solution for pavements with SRG. As a way to solve the performance problem observed from the SRG pavement, a blended aggregates mixture was suggested. Laboratory and field tests were performed to check the feasibility of their application in pavements. From the laboratory test, a 50:50 blending ratio was suggested after considering the effect on tensile strength and thermal coefficient of expansion. Field test sections were also constructed to verify previous performance observations for the two aggregates and to provide performance data for new variables such as blended aggregates and special curing methods. Unexpectedly, the blended mixture did not improve the performance of SRG pavement; rather it experienced worse cracking than SRG alone. A controlled experiment with additional field test sections is needed to verify or disprove this finding. The only definitive finding was that selection of aggregate in the concrete pavement is a vital consideration for the design of the pavement. The CRCP8 analytical program reasonably predicted crack spacing for both SRG and LS pavements, predicting mean crack spacing of 0.99 m (3.25 ft) for SRG and 1.98 m (6.41 ft) for the limestone. These values are somewhat below the actual spacing observed at 100 days. Data collected after the first winter period will be required to calibrate the program.

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