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.

Performance of Flexible Pavement Maintenance Treatments in the Long-Term Pavement Performance SPS-3 Experiment

2003 ◽  
Vol 1823 (1) ◽  
pp. 47-54 ◽  
Author(s):  
Kathleen T. Hall ◽  
Carlos E. Correa ◽  
Amy L. Simpson
Keyword(s):  
Flexible Pavement ◽  
Pavement Performance ◽  
Long Term Effects ◽  
International Roughness Index ◽  
Pretreatment Condition ◽  
Pavement Maintenance ◽  
Crack Sealing ◽  
Long Term Effect ◽  
Chip Seals

A study was conducted to assess the relative performance of different flexible pavement maintenance treatments, including the influence of pretreatment condition and other factors. The data used in the study were drawn from the Long-Term Pavement Performance Studies' Specific Pavement Studies (SPS) SPS-3 experiment. The maintenance treatments used in the SPS-3 experiment are thin overlays, slurry seals, crack seals, and chip seals. The initial and long-term effects of the maintenance treatments on international roughness index (IRI), rutting, and cracking were analyzed, as were the influences of time, truck traffic, pretreatment condition, and climate. Thin overlays were found to be the most effective of the treatments studied, followed by chip seals and slurry seals. Crack sealing did not demonstrate any beneficial initial or long-term effect with respect to IRI, rutting, or cracking.

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).

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.

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.

Impact of Diamond Grinding on Rigid Pavement Performance

2015 ◽  
Author(s):  
Syed Waqar Haider ◽  
Karim Chatti ◽  
Imen Zaabar ◽  
Ronell Joseph Eisma ◽  
Tyler Frederick
Keyword(s):  
Pavement Performance ◽  
Rigid Pavement ◽  
Diamond Grinding

Early Evaluation of Long-Term Pavement Performance Specific Pavement Studies-2, Colorado

2000 ◽  
Vol 1699 (1) ◽  
pp. 160-171 ◽  
Author(s):  
Nadarajah Suthahar ◽  
Ahmad Ardani ◽  
Dennis A. Morian
Keyword(s):  
State Standard ◽  
Performance Comparison ◽  
Pavement Performance ◽  
Ride Quality ◽  
Slab Thickness ◽  
Rigid Pavement ◽  
Early Evaluation ◽  
Standard Section ◽  
Aggregate Base

The Long-Term Pavement Performance (LTPP) Program included the construction of rigid pavement sections for evaluation. These test sections, designated Specific Pavement Studies (SPS)-2, were constructed on the basis of an experiment matrix that includes pavement slab thickness [202 mm (8 in.) and 280 mm (11 in.)], base type (permeable asphalt-treated base, lean concrete base, and dense-graded aggregate base), widened lane of 4.27 m (14 ft) and state standard lane of 3.66 m (12 ft), and drainage (with and without pavement edge drains). In addition, a standard Colorado Department of Transportation design section was constructed to provide a performance comparison. The performance of these test sections after 4 years of service is discussed. The results are based on deflection, profile, and distress data collected by the LTPP Program. Virtually no distress and no change in ride quality are evident in these pavement test sections at this time. However, the evaluation of deflection data provides an early indication of anticipated variation in test section performance. Currently, no difference can be identified between the deflection magnitude of the widened-lane section and the state standard section with tied concrete shoulders. However, both these sections exhibit lower deflections at this time than those sections with untied shoulders. High deflections of 202-mm sections indicate that perhaps these sections do not provide adequate structural strength for this roadway.

Research of Rigid Pavement on Structure Combination of HMA Overlays

2013 ◽  
Vol 477-478 ◽  
pp. 765-769
Author(s):  
Tao Liu ◽  
Guang Wei Hu ◽  
Ying Chun Gu
Keyword(s):  
Sandwich Structure ◽  
Hot Mix Asphalt ◽  
Reflective Cracking ◽  
Rigid Pavement ◽  
Asphalt Overlays ◽  
Long Term Performance ◽  
Term Performance

To study the influence of structure combination on performance of rigid pavement hot-mix asphalt (HMA) overlays, four Hot-mix asphalt overlays are prepared for the research at the base of long-term performance of experimental roads. The results indicate that the SMA +AC+SMA sandwich structure can effectively restrain reflective cracking and rut. In addition, the structure can reduce the thickness and cost of pavement.

Mechanistic Evaluation of Test Data from Long-Term Pavement Performance Jointed Plain Concrete Pavement Test Sections

1998 ◽  
Vol 1629 (1) ◽  
pp. 32-40 ◽  
Author(s):  
Y. Jane Jiang ◽  
Shiraz D. Tayabji
Keyword(s):  
Test Data ◽  
Additional Data ◽  
Fatigue Cracking ◽  
Plain Concrete ◽  
Concrete Pavement ◽  
Pavement Performance ◽  
Distress Prediction ◽  
Program Data ◽  
Insight Into

Over the years, pavement engineers have attempted to develop rational mechanistic-empirical (M-E) methods for predicting pavement performance. In fact, the next version of AASHTO’s Guide for Design of Pavements is planned to be mechanistically based. Many M-E procedures have been developed on the basis of a combination of laboratory test data, theory, and limited field verification. Therefore, it is important to validate and calibrate these procedures using additional data from in-service pavements. The Long-Term Pavement Performance (LTPP) program data provide the means to evaluate and improve these models. A study was conducted to assess the performance of some of the existing concrete pavement M-E-based distress prediction procedures when used in conjunction with the data being collected as part of the LTPP program. Fatigue cracking damage was estimated using the NCHRP 1–26 approach and compared with observed fatigue damage at 52 GPS-3 test sections. It was shown that the LTPP data can be used successfully to develop better insight into pavement behavior and to improve pavement performance.

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