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.

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.

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.

scholarly journals RELATING FLEXIBLE PAVEMENT ACCEPTANCE CRITERIA TO PERFORMANCE USING MEPDG SIMULATIONS AND PIECEWISE CUBIC SPLINE INTERPOLATION / LANKSČIŲJŲ DANGŲ ATRANKOS KRITERIJŲ SUSIEJIMAS NAUDOJANT MEPDG MODELIUS IR DALINĘ KUBINĘ SPLAININĘ INTERPOLIACIJĄ

2012 ◽  
Vol 18 (1) ◽  
pp. 125-132 ◽  
Author(s):  
Anshu Manik ◽  
Karim Chatti ◽  
Kasthurirangan Gopalakrishnan
Keyword(s):  
Spline Interpolation ◽  
Fatigue Cracking ◽  
Flexible Pavement ◽  
Pavement Performance ◽  
Air Voids ◽  
Field Investigations ◽  
The Relationship

The performance of the highway system is inevitably linked to its quality of design and construction. To control the quality of construction, elaborate Quality Assurance (QA) programs have been developed by highway agencies based on statistical sampling and acceptance procedures to ensure that the work is in accordance with the plans and specifications. The QA procedure is intended to ensure that the constructed pavement would perform well during its design life. However, numerous field investigations and research studies over the years have identified a gap in our understanding of the relationship between the QA test results and pavement performance (fatigue cracking, rutting, etc.). This paper is intended to present the framework for developing an understanding of the relationship between QA tests and flexible pavement performance, which is essential for developing Performance Related Specifications (PRS). In the first part of the paper, the Michigan Department of Transportation's (MDOT) QA program and Long-Term Pavement Performance (LTPP) databases were used to empirically investigate any relationship between key QA variables and various pavement performance measures. In the second part of the paper, the Mechanistic-Empirical Pavement Design Guide (MEPDG) software was used together with an accurate and efficient interpolation technique to develop many simulations for the purpose of showing the effect of variability in QA parameters including plant air voids, in-situ density and asphalt content on flexible pavement performance. Santrauka Greitkelių sistemos darbas (funkcionavimas) yra neišvengiamai susijęs su jo projektavimo ir statybų kokybe. Greitkelių agentūros, remdamosi statistinėmis atrankos ir ėmimo procedūromis, parengė kokybės užtikrinimo (KU arba QA) programas, kad būtų kontroliuojama statybų kokybė ir užtikrinamas darbas pagal planus ir specifikacijas. KU (QA) procedūra siekiama užtikrinti, kad pagaminta danga gerai funkcionuotų projekte nurodytą laiką. Tačiau metams einant, atlikus daugybę natūrinių ir mokslinių tyrimų, buvo nustatytas didelis santykio tarp KU (QA) bandymų rezultatų ir dangos darbo (funkcionavimo) (plyšių atsiradimo dėl nuovargio, provėžų ir kt.) vertinimo skirtumas. Šiame darbe skatinama plėtoti supratimą apie ryšius tarp KU (QA) bandymų ir lanksčiųjų dangų funkcionavimo, kuris yra nepaprastai svarbus kuriant su darbu (funkcionavimu) susijusias specifikacijas (PRS). Pirmoje darbo dalyje buvo naudojamos Mičigano transporto departamento (MDOT) KU (QA) programos ir ilgalaikės dangos darbo (funkcionavimo) (LTPP) duomenų bazės, siekiant empiriškai ištirti bet kuriuos santykius tarp pagrindinių KU (QA) kintamųjų ir įvairių dangų darbo matavimų. Antroje darbo dalyje buvo naudojama mechanistinio ir empirinio dangų projektavimo vadovo (MEPDG) programinė įranga kartu su tikslia ir efektyvia interpoliacijos technika, siekiant sukurti modelius, kuriuose perteiktas KU (QA) parametrų kintamumo poveikis lanksčiųjų dangų funkcionavimui, įskaitant augalų oro ertmes, vietinį tankį ir asfalto sandarą.

scholarly journals Long-Term Performance of Pavement Structures with Cold In-Place Recycled Base Course

2021 ◽  
Vol 16 (2) ◽  
pp. 48-65
Author(s):  
Audrius Vaitkus ◽  
Judita Gražulytė ◽  
Andrius Baltrušaitis ◽  
Jurgita Židanavičiūtė ◽  
Donatas Čygas
Keyword(s):  
Asphalt Pavement ◽  
Asphalt Mixture ◽  
Asphalt Pavements ◽  
Recycled Asphalt ◽  
Binding Agents ◽  
Pavement Structure ◽  
Pavement Structures ◽  
Base Course ◽  
Surface Distress ◽  
Foamed Bitumen

Properly designed and maintained asphalt pavements operate for ten to twenty-five years and have to be rehabilitated after that period. Cold in-place recycling has priority over all other rehabilitation methods since it is done without preheating and transportation of reclaimed asphalt pavement. Multiple researches on the performance of cold recycled mixtures have been done; however, it is unclear how the entire pavement structure (cold recycled asphalt pavement overlaid with asphalt mixture) performs depending on binding agents. The main objective of this research was to evaluate the performance of cold in-place recycled asphalt pavements considering binding agents (foamed bitumen in combination with cement or only cement) and figure out which binder leads to the best pavement performance. Three road sections rehabilitated in 2000, 2003, and 2005 were analysed. The performance of the entire pavement structure was evaluated in terms of the International Roughness Index, rut depth, and pavement surface distress in 2013 and 2017.

scholarly journals Karakteristik Marshall Pada Campuran Asphalt Concrete – Wearing Course (AC-WC) Dengan Penambahan Styrofoam

2019 ◽  
Vol 8 (2) ◽  
pp. 51-62
Author(s):  
Ika Sulianti ◽  
Ibrahim Ibrahim ◽  
Agus Subrianto ◽  
Adelia Monita ◽  
Medici Medici
Keyword(s):  
Asphalt Concrete ◽  
Asphalt Pavement ◽  
Flexible Pavement ◽  
Asphalt Mixtures ◽  
Concrete Mixture ◽  
Pavement Performance ◽  
Food Container ◽  
Optimum Stability ◽  
Marshall Test

Styrofoam waste presents the environment issue because it is difficult to decompose. As an effort to recycle this pollutant, styrofoam can be utilized as an additive in asphalt concrete mixture. The use of additives aims to create a flexible pavement layer having good performance and meet the requirements. The purpose of this study is to find out whether the addition of styrofoam can improve the quality of asphalt mixtures, and look for alternative additives that can increase asphalt pavement performance. In this study, researchers used food container styrofoam as an addition and incorforated into Asphalt Concrete Wearing Course (AC-WC) mixture. The styrofoam content was 6.5%; 6.75%; 7% ; 7.25%; and 7.5% of asphalt weight. The optimum asphalt contentused is 5.5%. The value of the optimum stability was 3126,002 kg, found at 7.25% of styrofoam content. The best results of Marshall test was obtained at 6.5% of styrofoam content  with stability value  1362,045 kg, VIM value 4,96%, VMA 15,025%, VFA 67,800%, flow 3,44 mm, and MQ 416,338 kg / mm.

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