007 Northeast 39th Avenue

Gainesville, FL, United States

007 Northeast 39th Avenue

Gainesville, FL, United States
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Wilson B.T.,Texas A&M University | Brimley B.K.,Texas A&M University | Mills J.,Pavement Analytics LLC | Zhang J.,Texas A&M University | And 2 more authors.
Transportation Research Record | Year: 2016

High-friction surface treatments (HFSTs) are effective at reducing crashes on horizontal curves; however, HFST effectiveness on other roadway sections (e.g., tangents, intersections, intersection approaches) is not well documented. The crash reduction effectiveness of HFSTs in Florida was assessed, and the benefit-cost (BC) ratios for these section types were calculated. The researchers identified 23 HFST projects in Florida and attempted to collect data for each project, including bidding records, roadway geometry, and crash statistics. The cost data were based on the average comprehensive HFST unit cost and scaled by the size of the application. The benefit was estimated on the basis of 5-year extrapolations of average total and wet weather crash reductions. Savings were estimated on the basis of Florida Department of Transportation KABCO severity distribution of the crashes and an average cost per crash. On average, HFST applications on tight curves reduced the total crash rate by 32% and the wet weather crash rate by 75%. The average BC ratio on tight curve sections was between 18 and 26, depending on the benefit calculation method. Wide curve and tangents sections had few accidents initially, and HFST had negligible impact. From a crash perspective, wide curve and tangent HFST applications are not cost-effective. The effectiveness of HFST on intersection and approach applications is still inconclusive. Half the sections had good BC ratios and the other sections had negative benefit (increased crash rates). When considering the application of HFST, the engineer should consider whether there is an existing crash problem and whether it is skid related. © 2016, National Research Council. All rights reserved.


Kwon O.,007 Northeast 39th Avenue | Lee H.S.,Applied Research Associates Inc. | Greene J.,007 Northeast 39th Avenue | Choubane B.,007 Northeast 39th Avenue | Hewitt R.M.,007 Northeast 39th Avenue
Transportation Research Record | Year: 2016

Use of a material transfer device (MTD) during asphalt paving to provide smoother pavement while eliminating thermal and material segregation is well known. However, the additional operating cost may prevent contractors from investing in an MTD. This study evaluated the effect of MTDs on the smoothness of the finished friction course layer and predicted the incentives or disincentives a contractor may receive by using an MTD. Two empirical models were developed by using simple linear regression analysis to predict the smoothness of the final friction course on the basis of the underlying structural layer smoothness and whether or not an MTD was used. The regression model results were used in Monte Carlo simulations in conjunction with residual analysis techniques to predict, in a probabilistic fashion, the incentives or disincentives that a contractor could receive as a result of the Florida Department of Transportation's new developmental specification for smoothness. Finally, expected incentives were predicted as a simulation result. Two validation projects with a normalized length of 10 mi showed additional expected incentives of $9,700 and $10,000 when an MTD was used compared with the expected incentives when an MTD was not used. The additional incentives were approximately 30% more than the typical operating cost of an MTD for construction of a 10 lane miles long friction course in Florida. © 2016, National Research Council. All rights reserved.


Kargah-Ostadi N.,Fugro | Nazef A.,007 Northeast 39th Avenue | Daleiden J.,Fugro | Zhou Y.,Fugro
Transportation Research Record | Year: 2017

Tracking types and extent of pavement deterioration is critical for maintaining road networks in a serviceable condition. The prevailing methods for obtaining pavement condition data include manual and semiautomated surveys, which are time-consuming and involve significant human intervention. Extensive research has been performed in automating the process for more efficient, objective, and repeatable distress evaluations. This paper highlights the preliminary results from an effort sponsored by the Florida Department of Transportation to develop and implement automated software for identification and quantification of pavement surface cracking distresses. A technical framework was developed for systematic evaluation of available automated technologies in contrast to manual methods. Pertinent performance measures were identified to evaluate the accuracy, precision, repeatability, reproducibility, and efficiency of various methods. This framework was implemented to determine the gaps in effectiveness of automated applications, to design corresponding solutions, and to gauge reliability expectations accordingly. The evaluation follows two main steps: (a) comparison of the cumulative quantities of various distress types found in manual surveys versus automated surveys and (b) verification of the automatically detected distresses against reference crack maps generated through a semiautomated process of manually rating the collected images. Although the overall comparison of distress quantities indicates strengths and weaknesses of the evaluated algorithm, the distress by distress verification of software performance is used to identify design solutions for addressing the indicated weaknesses. The guidelines in this systematic framework can be modified with context-sensitive considerations to be applicable to other highway agencies transitioning to automated applications.


Nam B.H.,University of Central Florida | Behring Z.R.,District 4 | Kim J.,Center for Advanced Infrastructure and Transportation | Chopra M.,University of Central Florida | And 2 more authors.
Journal of Testing and Evaluation | Year: 2015

Recycled concrete aggregate (RCA) is often used as a replacement for virgin aggregate in road foundations (base course), embankments, hot-mix asphalt, and Portland cement concrete. However, the use of RCA in exfiltration drainage systems, such as French drains, is still uncommon. The primary concerns with using RCA as drainage media are excessive fines and calcite precipitation that can cause a reduction in permeability performance. This study investigates the potential benefits of RCA as drainage material. This paper presents and discusses: (1) the results of a nationwide survey on current practices and policies, (2) physical and chemical properties, (3) effective fine-removing methods, (4) re-cementation potential, (4) permeability (under varied fine content), and (5) long-term drainage performance of RCA as drainage material. Test results indicate that RCA No. 4 gradation does not restrict the flow of water, but the RCA fines being generated during aggregate handling process (e.g., stockpiling, placing and transporting) may cause clogging buildup over time. Copyright © 2014 ASTM International.


Ping W.,Florida State University | Sheng B.,Florida State University | Ling C.-C.,Florida State University | Dietrich B.,05 Suwannee Street | Horhota D.,007 Northeast 39th Avenue
Transportation Research Record | Year: 2010

The resilient modulus of pavement subgrade materials is an essential parameter for mechanistically based flexible pavement design procedures. "Base clearance" is defined as the clearance between the groundwater level and the pavement base layer within a pavement system. A high pavement moisture content, which is strongly influenced by the base clearance, causes detrimental effects on the resilient modulus of pavement subgrades. The determination of a pavement base clearance is one of the most important steps toward setting up grade lines in a roadway design. This paper presents an experimental study to evaluate the effects of base clearance on the resilient modulus of pavement subgrades. Full-scale dynamic pavement tests were conducted in test pits to simulate vehicle dynamic impact on field pavements. The level of base clearance was adjusted by raising or lowering the water level within the pavement layer in the pit. Ten types of Florida subgrade material were tested at different base clearances for this study. The dynamic plate load test results were compared with the resilient modulus obtained from the laboratory triaxial test by using layer theory. The differences between the resilient modulus from the laboratory test and the plate load test were typically about 20%. Resilient modulus measured from the laboratory triaxial test could be used to predict the resilient deformation of the pavement subgrade layers. The experimental results showed that, at lower base clearances, the high pavement moisture content caused a significant reduction of the resilient modulus of pavement subgrade layers. The resilient modulus of subgrade materials decreases with the decrease of base clearance.


Bekoe P.A.,University of Florida | Tia M.,University of Florida | Bergin M.J.,007 Northeast 39th Avenue
Transportation Research Record | Year: 2010

This study evaluated the feasibility of using concrete containing recycled concrete aggregate (RCA) in concrete pavement application. Concrete containing 0%, 25%, and 50% RCA was produced in the laboratory and properties vital to the performance of concrete pavement were evaluated. Results from the laboratory testing program indicate that the compressive strength and elastic modulus are reduced slightly as the percentage of RCA increases. The flexural strength, splitting tensile strength, and coefficient of thermal expansion are about the same for concrete containing virgin aggregate and RCA. The free shrinkage increases slightly as the percentage of RCA increases. With the measured properties, a finite element analysis was performed to determine how the concretes containing the different amounts of RCA would perform if they were used in a typical concrete pavement in Florida. Analysis from the finite element model determined the maximum stresses under critical temperature and load conditions. Potential performance of the pavements was evaluated based on the computed maximum stress to flexural strength ratio. The maximum stress to flexural strength ratio in the pavement was found to stay about the same as the percentage of RCA increases. This indicates that RCA can be used in concrete pavement without affecting its performance.


Nash T.,007 Northeast 39th Avenue | Sholar G.,007 Northeast 39th Avenue | Page G.,King of Asphalt Consulting | Musselman J.,007 Northeast 39th Avenue
Transportation Research Record | Year: 2012

This study examined the long-term performance and life span of mixture designs with a high percentage of reclaimed asphalt pavement (RAP) (≥30%) used on higher-tonnage (>5,000 tons) projects. The pavement performance of mixtures containing high RAP percentages and mixtures containing no RAP was compared for the period 1991 to 1999. The pavements analyzed contained a lower structural layer that contained RAP and an upper layer that contained either an open-graded or dense-graded non-RAP friction course. Several databases were consulted to obtain the necessary information regarding tonnage, mixture designs, percentage of RAP, project information, traffic volumes, pavement performance, and life span. A trend showing that the time needed for the pavement to reach a deficient state decreased as the percentage of RAP increased was evident when the data were examined without accounting for the volume of traffic. When traffic volume was accounted for and projects ≥5,000 tons were isolated, a trend of decreasing performance with increasing amounts of RAP was seen. However, in the range analyzed (30% to 50% RAP), all mixtures containing RAP performed better than the mixtures containing no RAP. Consideration of the type of non-RAP friction course placed over the RAP mixtures showed that as the amount of RAP increased, pavement performance decreased at the same rate, regardless of the type of friction course. Although this trend may be correct, the implication that RAP mixtures overlaid with an open-graded friction course have a longer life span than RAP mixtures overlaid with a dense-graded friction course may be the result of factors that are not correctly reflected in this data set.


Lee H.,007 Northeast 39th Avenue | Kim S.,007 Northeast 39th Avenue | Choubane B.,007 Northeast 39th Avenue | Upshaw P.,007 Northeast 39th Avenue
Transportation Research Record | Year: 2012

For the past few decades, the stiffness of materials used for roadway design and construction has been commonly characterized by the resilient modulus, defined as the ratio of the applied stress to the recoverable strain. However, the resilient modulus is not a fundamental material property of a viscoelastic material. Therefore, the concept of resilient modulus has been subsequently diminished in the latest Mechanistic-Empirical Pavement Design Guide. Although that design guide could not endorse the use of the resilient modulus test protocol as the primary means of characterizing the asphalt concrete modulus in the design of flexible pavements, that protocol has been a primary mixture test, and much laboratory testing has been completed to date. Analysis methodologies are introduced for backcalculating the dynamic modulus from the resilient modulus test data. To assess the usefulness of the proposed algorithm, laboratory experiments in both the uniaxial compression and indirect tensile test modes were carried out on asphalt specimens compacted with the Superpave® gyratory compactor. The backcalculated dynamic modulus was used to generate the master curve, and the creep test data were used to enhance the accuracy of the master curve. The advantage of such a methodology is that the existing resilient modulus and creep test data can be leveraged for estimating the dynamic modulus. The approach would significantly save time and effort in reevaluating the dynamic modulus of an asphalt mixture when the resilient modulus and creep test data are available.


Zaabar I.,Michigan State University | Chatti K.,Michigan State University | Lee H.S.,007 Northeast 39th Avenue | Lajnef N.,Michigan State University
Transportation Research Record | Year: 2014

A new backcalculation program, DYNABACK-VE, was used to back-calculate pavement layer properties with Held data. DYNABACK-VE used a time domain viscoelastic dynamic solution (ViscoWave-II) as a forward routine and a genetic algorithm for backcalculation analysis. The genetic algorithm search method was selected because it had a high potential for converging efficiently to a global solution. The forward solution used continuous integral transforms (Laplace and Hankel) that were more appropriate for transient, nonperiodic signals in the time domain. The algorithm was implemented in C++ and coded for parallel processing with multithreading for achieving better computational efficiency. Field falling weight deflectometer load and deflection sensor time histories from three sites (Waverly Road near Lansing, Michigan, and two long-term pavement performance sections) were used for validation. The backcalculuted asphalt concrete modulus master curves were compared with those obtained from laboratory testing. Very good agreement was obtained. The new algorithm was capable of backcalculating reliably the master curve of the asphalt concrete layer (four sigmoidal Coefficients and two time-temperature shift factors), the elastic moduli for the unbound base or subbase and subgrade materials, and the modulus of stiff layer and the depth to stiff layer, if present. The advantage of the new solution is that it can analyze the response of pavement systems in the lime domain and can therefore accommodate time-dependent layer properties and incorporate wave propagation. Also, because the backcalculation is performed in the time domain, the algorithm Is not sensitive to truncation in the deflection time histories. This is a significant Improvement to the state of the art, since truncation of deflection time histories has prevented frequency domain backcalculation solutions from being successful when measured field data are used.

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