Wang K.C.P.,Oklahoma State University |
Li Q.,Applied Pavement Technology Inc. |
Li Q.,University of Delaware |
Hall K.D.,University of Arkansas |
And 3 more authors.
Journal of Transportation Engineering | Year: 2012
A key to the use of weigh-in-motion (WIM) traffic data for the Mechanistic-Empirical Pavement Design Guide (MEPDG) is to be able to successfully recognize the differences in loading patterns and to estimate the full axle-load spectrum data occurring under different conditions. However, how to identify these patterns on the basis of the large amount of WIM data remains a challenge. In this paper, WIM data collected in the state of Arkansas are analyzed by using cluster analysis methodologies to identify groups of WIM sites with similar traffic characteristics on the basis of the MEPDG-required traffic attributes. Case studies are presented and the cluster results are discussed. Combining the loading clusters, four long-term transportation planning factors currently adopted in Arkansas, including the modified Arkansas primary highway network (APHN) classification, demography, geography, and region attribute (rural or urban) of a highway under design, are adopted as the influencing criteria to develop the truck loading groups. The most significant influencing criteria are identified by using Fisher's exact test. Consequently, truck loading groups and their categorical logit models are developed in the paper. The developed method for determining truck loading groups will simplify the understanding and applicability of the traffic patterns and ultimately ease the preparation of the traffic load spectra inputs on the basis of WIM data for the MEPDG procedure. © 2011 American Society of Civil Engineers.
Ferrebee E.C.,University of Illinois at Urbana - Champaign |
Brand A.S.,University of Illinois at Urbana - Champaign |
Kachwalla A.S.,University of Illinois at Urbana - Champaign |
Roesler J.R.,University of Illinois at Urbana - Champaign |
And 2 more authors.
Transportation Research Record | Year: 2014
Roller-compacted concrete (RCC) pavement has renewed interest among designers as a sustainable pavement option with the potential to lower total cement content, incorporate recycled aggregates, reduce road closure time, and decrease total project costs. One main design challenge is whether RCC can achieve the same performance life as conventional Portland cement concrete (PCC) pavement with similar slab thickness. This research investigated the strength and fracture properties of RCC containing virgin aggregates and fractionated reclaimed asphalt pave-ment (FRAP) relative to conventional PCC to address this design challenge. The compressive and split tensile strengths of the RCC mixes showed similar strengths to the same constituents in PCC. RCC containing FRAP had lower strengths than did RCC with virgin aggregates. The critical stress intensity factor and the initial and total fracture energies were not statistically different between the RCC mixes containing virgin and F RAP aggregates. Overall, the RCC fracture properties were found to lie significantly higher than those of conventional PCC. At lower stress ratios RCC fatigue data from laboratory beam tests predict lower fatigue life relative to PCC; this result translates to a thicker RCC pavement, large-scale testing has shown that the flexural capacity of PCC slabs is strongly related to the concrete fracture properties despite differences in beam flexural strength. Because these RCC fracture properties were shown to be higher than similar constituents used in conventional paving concrete, RCC designs could employ similar PCC fatigue curves for certain conditions, such as when (lie RCC fracture properties are equivalent to or greater than those of conventional PCC.
Hawkins H.L.,Transportation Group |
Covalt M.R.,Applied Pavement Technology Inc.
Airfield and Highway Pavement 2013: Sustainable and Efficient Pavements - Proceedings of the 2013 Airfield and Highway Pavement Conference | Year: 2013
Pavements represent one of the largest capital investments in Arizona's aviation system. Recognizing a need to protect this critical investment, the Arizona Department of Transportation (ADOT) established a statewide airport pavement management system (APMS) in 2000 to monitor the condition of the Arizona airport infrastructure and to proactively plan for its preservation; this APMS has been periodically updated since that time. In conjunction with the APMS implementation, Arizona instituted an Airport Pavement Preservation Program (APPP). Through this project, ADOT takes advantage of economies of scale to conduct crack sealing, surface treatments, joint resealing and spall repair, thin overlays, and porous frictions courses on a statewide level. The ADOT APMS was updated in 2003, 2006, and 2010, each time based on an evaluation of pavement conditions throughout the state. The overall condition of the pavement system showed improvement from 2000 through 2006, a period during which the APPP was established and aggressively funded and applied. However, the 2010 evaluation showed a significant drop in pavement condition. Further examination revealed a direct correlation between this deterioration and a lack of funding for the APPP due to budget cuts from 2007 through 2010. This paper provides a case study of the ADOT APMS, and, using data collected over the past decade, shows the impact that a pavement preservation program developed and monitored using an effective APMS has on the condition of the pavement infrastructure. It explores the funding expended on pavement preservation and the impact of preservation on pavement condition. It illustrates with actual data the importance of pavement preservation and how delaying or completely foregoing this type of work can adversely affect a pavement system. © 2013 American Society of Civil Engineers.
Marino G.G.,Colorado Engineering Inc. |
Posluszny G.,Applied Pavement Technology Inc.
Electronic Journal of Geotechnical Engineering | Year: 2015
In a fairly active area of mine subsidence in Illinois, an investigation was done to evaluate the condition of a care facility which had been subjected to ground surface subsidence. The investigation included assessing the subsidence activity in the area and historical mining data, drilling and sampling into the old underground coal mine, performing mine stability and subsidence-structure interaction analyses, assessing the existing subsidence and damage conditions, as well as the predicting of future subsidence and damage potential. This care facility was subjected to subsidence sag. With respect to this event, the structure was exposed to the tension zone ground movements. According to a rock mechanics analysis performed, the subjacent mine collapse induced subsidence was the result of a floor bearing failure which occurred over sixty years after the mining took place. The thickness of the weak mine floor material was found to be too large to support the pillars in the long-term. After the onset of this first subsidence event, the progression of movement and structure damage had been monitored for over a ten year period. During the monitoring period, a second subsidence event began affecting the structure, again with tension zone movements. The primary subsidence damage experienced by the structure consisted of severe cracking and separation of the exterior brick and floor slab/foundation, severe racking of doors and windows, and significant interior utility and ceiling damage. A relationship was found between angular distortion of the ground subsidence profile and the intensity of the building damage over time. © 2015 ejge.
Zimmerman K.A.,Applied Pavement Technology Inc. |
Smadi O.,Iowa State University
Transportation Research Record | Year: 2014
An NCHRP study was conducted to evaluate the comparability of pavement condition data submitted to FHWA under the Highway Performance Monitoring System (HPMS) and the information reported by state highway agencies as part of their pavement management program. As part of the study, a statewide survey of both HPMS and pavement management practitioners was conducted to identify issues associated with HPMS submittal requirements and to evaluate the impact these issues have on the quality of the data submittal. After the survey, eight states were invited to participate in a more detailed comparison of HPMS and pavement management data. The analysis compared the data in a number of ways, including the availability of comparable information in the pavement management and HPMS data sets, differences in pavement conditions reported using HPMS and pavement management data, and the Impact of the reporting length (e.g., segment or route) on pavement condition statistics. The results indicate fairly good consistency in the international roughness index values reported to HPMS and used in pavement management However, there are much greater inconsistencies in the pavement distress information reported to HPMS and used in pavement management This paper summarizes the findings from the analysis and presents the implications of these findings on the performance management requirements outlined in the current law, Moving Ahead for Progress in the 21st Century Act, or MAP-21.