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Maplewood, MN, United States

Yang S.-H.,Nichols Consulting Engineers Chtd. | Al-Qadi I.L.,University of Illinois at Urbana - Champaign | McGraw J.,400 Gervais Avenue | Masson J.-F.,NRC Institute for Research in Construction | McGhee K.M.,Virginia Transportation Research Council
Transportation Research Record | Year: 2010

Hot-poured bituminous crack sealing has been widely accepted as a routine preventative maintenance practice. With proper installation, the sealing is expected to extend pavement service life by 3 to 5 years. However, current specifications for selection of crack sealants correlate poorly with field performance; hence, a set of new testing methods, based on sealant rheological and mechanical properties, was developed recently. Measurements of the mechanical properties of crack sealant at low temperatures are among the criteria introduced as part of the developed performance-based guidelines. The main purpose of this study was to identify and validate the low-temperature selection thresholds for the newly developed performance-based guidelines for selecting hot-poured bituminous crack sealants. In this study, selection criteria for crack sealant bending beam rheometer (CSBBR) and crack sealant direct tension tester (CSDTT) tests were identified. Two performance parameters for CSBBR test were used for the selection criteria: stiffness at 240 s and average creep rate (ACR). Both parameters were identified by comparing laboratory testing results with known sealant field performance, obtained from a long-term study in Canada. The selection criterion for the CSDTT test was extendibility, on the basis of field values reported in the literature. The recommended selection criteria were used to predict the field performance of 12 sealants evaluated by the National Transportation Product Evaluation Program (NTPEP). Results showed good correlation between the proposed selection thresholds and NTPEP field sealant performance.

Johanneck L.,University of Minnesota | Tompkins D.,University of Minnesota | Clyne T.,400 Gervais Avenue | Khazanovich L.,University of Minnesota
Transportation Research Record | Year: 2011

This paper describes research to evaluate modeling of the thermal behavior of concrete and composite pavements by the Enhanced Integrated Climatic Model (EICM), the climate-modeling package used in the Mechanistic-Empirical Pavement Design Guide (MEPDG). First, the study uses temperature data collected at the Minnesota Road Research Project (MnROAD) facility from portland cement concrete (PCC) and asphalt concrete (AC)-PCC pavements to investigate benefits of AC overlays on the thermal characteristics of PCC slabs. Furthermore, the study validates EICM predictions of thermal gradients through the slabs and investigates the effect of MEPDG-user inputs for thermal conductivity of PCC. Overall, the paper examines measured data from MnROAD for AC-PCC pavements and their single-layer PCC counter-parts and attempts to explain how similar pavement systems and their thermal characteristics are taken into account in the MEPDG. The paper concludes that evaluation of the material thermal inputs should be part of a process of local calibration and adaptation of the MEPDG.

Izevbekhai B.I.,400 Gervais Avenue | Voller V.R.,University of Minnesota
International Journal of Pavement Engineering | Year: 2013

In pavement infrastructure, it is important to characterise the surfaces for an effective prediction of noise. One of the major influencing variables, texture orientation, also called spikiness, is a measure of how spiky the surface asperities are. Tyre-pavement interaction noise is associated with mechanisms triggered by micro-, macro-and megatexture. Of the variables within macro-texture range, texture spikiness has gained increased interest by providing explanations for scenarios with similar texture direction and mean profile depth on the same level of distress yet exhibiting very different noise levels. A tool created in this research, 'PARSER', facilitated computation of skewness/spikiness statistics. This paper therefore tenably quantifies texture spikiness by the method of skewness of amplitude distribution function. Consequently, a logical quantification of texture spikiness has facilitated a phenomenological noise prediction model. When properly quantified, texture spikiness is an indispensable tyre-pavement interaction variable. © 2013 Copyright Taylor and Francis Group, LLC.

Izevbekhai B.I.,400 Gervais Avenue | Khazanovich L.,University of Minnesota
International Journal of Pavement Engineering | Year: 2013

Functionality of concrete pavements can be restored through conventional diamond grinding (CDG) that improves ride quality and friction. Recently, an alternative diamond grinding configuration was proposed by the Institute for Safe Quiet and Durable Highway at Purdue University as part of a nationwide interest in quiet pavements. This paper discusses the field-testing of the CDG and alternative (innovative) diamond grinding as well as the pre-existing transverse tined (TT) texture at the MnROAD research facility. Acoustic properties, ride quality and friction performance of the diamond ground surfaces are compared to data obtained in the pre-existing TT surface. The initial performance of the innovative grind over a period of 3 years is also compared to that of the conventional grind and the TT surface. Test results, analysis, merits and demerits of the grinding types are also accentuated. © 2013 Taylor and Francis Group, LLC.

Budge A.S.,Minnesota State University, Mankato | Dasenbrock D.E.,400 Gervais Avenue
Geotechnical Special Publication | Year: 2010

This project involved placing instrumentation on driven piles used on a bridge abutment in order to monitor downdrag effects due to negative skin friction. The overall scope included placing vibrating wire strain gages on a number of closed-end steel pipe piles and measuring the change in strain in the piles with time as consolidation occurred due to placement of backfill material after the pile driving process was completed. The instrumentation allowed the magnitude of downdrag forces to be monitored, providing field data as to the negative skin friction acting on the piles. It also provided the opportunity to compare the response of Teflon-coated piles versus uncoated piles. Having instrumentation on a variety of piles has provided a valuable collection of data that will offer better insights into the downdrag phenomenon. The purpose of this paper is to share some lessons learned in the instrumentation process and to provide insights to others as additional research occurs in the future. © 2010 ASCE.

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