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Relevant bibliographies by topics / Long-Term Pavement Performance (LTPP)

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Academic literature on the topic 'Long-Term Pavement Performance (LTPP)'

Author: Grafiati

Published: 4 June 2021

Last updated: 1 February 2022

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Journal articles on the topic "Long-Term Pavement Performance (LTPP)"

1

Moody, Eric D. "Transverse Cracking Distress in Long-Term Pavement Performance Jointed Concrete Pavement Sections." Transportation Research Record: Journal of the Transportation Research Board 1629, no. 1 (January 1998): 6–12. http://dx.doi.org/10.3141/1629-02.

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Transverse cracking is one of the more common distress manifestations in jointed concrete pavements. While the extent of transverse cracking is largely related to the specified joint spacing, there are several other primary design variables and distress mechanisms that can cause varying degrees of transverse cracking. These primary mechanisms and their associated variables are well-documented in the literature. However, all of these mechanisms often work on the pavement simultaneously over many years and, as a result, it has historically been difficult to calibrate prediction models with field data. The Strategic Highway Research Program’s Long-Term Pavement Performance (LTPP) program has collected a significant amount of condition survey data on more than 110 jointed plain concrete pavements (JPCP) and 65 jointed reinforced concrete pavements (JRCP) throughout North America over the last 7 years. The occurrence of transverse cracking in these sections is one of the principal distresses documented in the condition surveys and therefore provides an excellent data source for examining the relationships between the various primary distress mechanisms and the actual occurrence of distress in the field. Although it is premature to develop or calibrate purely “mechanistic” models based on the LTPP data, enough data have been collected to begin analyzing this distress and its association with the numerous prediction variables in the LTPP database. A complete analysis of the transverse cracking that has occurred in these LTPP test sections, along with their respective relationships with the primary prediction variables found in the primary distress mechanisms, is provided.

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Jane Jiang, Y., and Shiraz D. Tayabji. "Mechanistic Evaluation of Test Data from Long-Term Pavement Performance Jointed Plain Concrete Pavement Test Sections." Transportation Research Record: Journal of the Transportation Research Board 1629, no. 1 (January 1998): 32–40. http://dx.doi.org/10.3141/1629-05.

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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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Jung, Jong-Suk, Emmanuel B. Owusu-Antwi, and Ji-Hwan An. "Analytical procedures for evaluating factors that affect joint faulting for jointed plain concrete pavements using the Long-Term Pavement Performance database." Canadian Journal of Civil Engineering 33, no. 10 (October 1, 2006): 1279–86. http://dx.doi.org/10.1139/l06-072.

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The objective of this study was to identify and quantify design and construction features most important to joint faulting of joint plain concrete pavements. With data obtained from the Long-Term Pavement Performance (LTPP) database, an analysis approach that combined pavement engineering expertise and modern data analysis techniques was to develop guidelines for improved design and construction of Portland cement concrete (PCC) pavement. The approach included typical preliminary analyses, but emphasis was placed on using a series of multivariate data analysis techniques. Discriminant analysis was used to develop models that classify individual pavement into performance groups developed by cluster analysis, which was used to partition the pavements into three distinct groups representing good, normal, and poor performance. These models can be used to classify and evaluate additional or new pavements performance throughout the pavement's design life. To quantify the levels of the key design and construction features that contribute to performance, the classification and regression tree procedure was used to develop tree-based models for performance measure. The analysis approach described was used to develop the guideline on the key design and construction features that can be used by designers to decrease joint faulting of jointed plain concrete pavements (JPCPs).Key words: faulting, Long-Term Pavement Performance (LTPP), jointed plain concrete pavement (JPCP), cluster analysis, discriminant analysis, classification and regression tree (CART) analysis.

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Robbins, Mary, Nam Tran, and Audrey Copeland. "Determining the Age and Smoothness of Asphalt and Concrete Pavements at the Time of First Rehabilitation using Long-Term Pavement Performance Program Data." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 40 (August 29, 2018): 176–85. http://dx.doi.org/10.1177/0361198118792120.

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Initial performance period is an important input in life-cycle cost analysis (LCCA). An objective of this study was thus to determine actual initial performance periods, as the pavement age at first rehabilitation, for asphalt and concrete pavements using Long-Term Pavement Performance (LTPP) program data. In addition, most agencies use International Roughness Index (IRI), a measure of pavement roughness applicable to both asphalt and concrete pavements, in their decision-making and performance-evaluation process. A secondary objective was, therefore, to determine the pavement roughness condition at the time of first rehabilitation using the same dataset. Based on surveys of highway agencies, initial performance periods frequently used in LCCA for asphalt pavements are between 10 and 15 years, while the average asphalt pavement age at time of first rehabilitation in the LTPP program was found to be approximately 18 years. For concrete pavements, most initial performance periods used in LCCA are between 20 and 25 years, whereas the average concrete pavement age at the time of first rehabilitation in the LTPP program is about 24 years. This suggests initial performance period values used for LCCA do not adequately represent the actual age of asphalt pavements at the time of first rehabilitation, while they are generally representative of actual concrete pavement age at the time of first rehabilitation. Also, it was found that asphalt pavements are typically rehabilitated when they are in good or fair condition according to Federal Highway Administration (FHWA) IRI criteria whereas concrete pavements are typically not rehabilitated until the pavement is in fair or poor condition.

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Wu, Chung-Lung, Gonzalo R. Rada, Aramis Lopez, and Yingwu Fang. "Accuracy of Weather Data in Long-Term Pavement Performance Program Database." Transportation Research Record: Journal of the Transportation Research Board 1699, no. 1 (January 2000): 151–59. http://dx.doi.org/10.3141/1699-21.

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To provide accurate climatic data for pavements under the Long-Term Pavement Performance (LTPP) Program, a climatic database was developed in 1992 and subsequently revised and expanded in 1998. In the development of this database, up to five nearby weather stations were selected for each test site. Pertinent weather data for the selected weather stations were obtained from the U.S. National Climatic Data Center and the Canadian Climatic Center. With a 1/ R2 weighting scheme, site-specific climatic data were derived from the nearby weather station data. The derived data were referred to as “virtual”weather data. To evaluate the effect of environmental factors on pavement performance and design, automated weather stations (AWS) were installed at LTPP Specific Pavement Study Projects 1, 2, and 8 to collect on-site weather data. Since the virtual weather data were developed for all LTPP test sites and will be used for future pavement performance studies, it is essential that the derived virtual data be accurate and representative of the actual onsite climatic conditions. The availability of the AWS weather data has provided an opportunity to evaluate whether virtual weather data can be used to represent on-site weather conditions. Daily temperature data and monthly temperature and precipitation data were used in this experiment. On the basis of the comparisons made between the virtual and onsite measured (AWS) data, it appears that climatic data derived from nearby weather stations using the 1/R2 weighting scheme estimate the actual weather data reasonably well and thus can be used to represent on-site weather conditions in pavement research and design.

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Byrum, Christopher R. "Analysis by High-Speed Profile of Jointed Concrete Pavement Slab Curvatures." Transportation Research Record: Journal of the Transportation Research Board 1730, no. 1 (January 2000): 1–9. http://dx.doi.org/10.3141/1730-01.

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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.

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Ali, Hesham A., and Shiraz D. Tayabji. "Evaluation of Mechanistic-Empirical Performance Prediction Models for Flexible Pavements." Transportation Research Record: Journal of the Transportation Research Board 1629, no. 1 (January 1998): 169–80. http://dx.doi.org/10.3141/1629-19.

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In recognition of the potential of mechanistic-empirical (M-E) methods in analyzing pavements and predicting their performance, pavement engineers around the country have been advocating the movement toward M-E design methods. In fact, the next AASHTO Guide for Design of Pavement Structures is planned to be mechanistically based. Since many of the performance models used in the M-E methods are laboratory-derived, it is important to validate these models using data from in-service pavements. The Long-Term Pavement Performance (LTPP) program data provide the means to evaluate and improve these models. The fatigue and rutting performances of LTPP flexible pavements were predicted using some well-known M-E models, given the loading and environmental conditions of these pavements. The predicted performances were then compared with actual fatigue cracking and rutting observed in these pavements. Although more data are required to arrive at a more conclusive evaluation, fatigue cracking models appeared to be consistent with observations, whereas rutting models showed poor agreement with the observed rutting. Continuous functions that relate fatigue cracking to fatigue damage were developed.

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Rahman, A. S. M. Asifur, and Rafiqul A. Tarefder. "COMPARING LABORATORY DYNAMIC MODULUS VALUES WITH LONG TERM PAVEMENT PERFORMANCE PREDICTIONS." Engineering Structures and Technologies 6, no. 2 (December 6, 2014): 42. http://dx.doi.org/10.3846/2029882x.2014.972625.

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This study compares laboratory dynamic modulus value of Superpave mixes with the dynamic modulus obtained from Long Term Pavement Performance (LTPP) database. The comparison shows that the dynamic modulus from LTPP database, which were determined by using different types of artificial neural network (ANN) models, differs from the laboratory tested dynamic modulus. The dynamic modulus data of five LTPP test sections are considered. Mixes similar to those five sections were collected from the field and tested in the laboratory. Based on the findings of this study, it can be said that dynamic modulus from ANN models are less than the laboratory dynamic modulus for New Mexico Superpave mixes. Therefore, as an important design parameter, the use of dynamic modulus predicted from Neural Network models can result in outcomes different from those using laboratory dynamic modulus.

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Oh, Han Jin, Jun Young Park, Hyung Bae Kim, Won Kyong Jung, and Jung Hun Lee. "Performance Evaluation of JPCP with Changes of Pavement Mix Design Using Pavement Management Data." Advances in Civil Engineering 2019 (June 27, 2019): 1–10. http://dx.doi.org/10.1155/2019/8763679.

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This study aimed to analyze long-term performance of JPCP (jointed plain concrete pavement) according to changes in standard mix design using evaluation of concrete properties based on Korea HPMS (highway pavement management system) and Korea LTPP (long-term pavement performance) data accumulated for over 15 years. The concrete pavements built in the 2010s by the specification of a durability-based mix design adopted in 2010 were found to have better performance with much fewer surface distresses than the concrete pavements built before 2010 by the specification of a classical strength-based mix design. Also, in order to realize long-life concrete pavement, experimental construction was carried out for high-durability concrete mix design. The performance monitoring data for the construction site implied that the high-durability mix design can make it possible to lead a long-life concrete pavement.

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Rada, Gonzalo R., Chung L. Wu, Gary E. Elkins, Rajesh K. Bhandari, and William Y. Bellinger. "Update of Long-Term Pavement Performance Manual Distress Data Variability: Bias and Precision." Transportation Research Record: Journal of the Transportation Research Board 1643, no. 1 (January 1998): 71–79. http://dx.doi.org/10.3141/1643-10.

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Pavement distress surveys based upon field interpretation and manual mapping and recording of the distress information on paper forms has been used in the Long-Term Pavement Performance (LTPP) program to collect important pavement condition and distress data. Although this manual method was used in the past as a backup to the 35-mm black and white photographic-based method, recently the use of manual distress survey methods has increased in intensity and coverage. To promote uniformity and consistency of distress data collection, one of the early LTPP efforts was to develop standard definitions, measurement procedures and data collection forms. Various quality control and quality assurance functions have also been implemented to provide for high quality data. However, despite these efforts, manual surveys are still based upon a single rater’s subjective classification of distresses present in the field. Recognizing that rater variability exists, a study was undertaken by FHWA to assess the level of variability between individual distress raters and to address the potential precision and bias. Results from nine LTPP distress rater-accreditation workshops conducted during the period of 1992 to 1996 were used as the source of data. Analyses of those data led to numerous observations and conclusions regarding the bias and precision of LTPP distress data. Because LTPP distress data are to be used in the development of pavement performance prediction models, it is believed that the level of variability found in this study should be reduced to increase its potential usage in the development of such models. A number of recommendations to improve the variability associated with manual distress surveys data are included.

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Dissertations / Theses on the topic "Long-Term Pavement Performance (LTPP)"

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Vega, Posada Carlos Alberto. "Long Term Performance of Existing AC and PCC Pavements in Ohio." Ohio University / OhioLINK, 2008. http://rave.ohiolink.edu/etdc/view?acc_num=ohiou1218551107.

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Restrepo-Velez, Ana M. "Long-Term Performance of Asphalt Concrete Perpetual Pavement WAY-30 Project." Ohio University / OhioLINK, 2011. http://rave.ohiolink.edu/etdc/view?acc_num=ohiou1307042192.

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Macioce, Damon J. "Performance of instrumented flexible pavement." Ohio : Ohio University, 1997. http://www.ohiolink.edu/etd/view.cgi?ohiou1177092747.

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Graeff, Angela Gaio. "Long-term performance of recycled steel fibre reinforced concrete for pavement applications." Thesis, University of Sheffield, 2011. http://etheses.whiterose.ac.uk/14991/.

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Due to environmental concerns and increasing asphalt prices concrete pavements are seen as a sustainable alternative for road construction. Steel fibres are used as reinforcement for concrete pavements due to ease of construction, as well as improvement in the post-cracking, tensile/flexural and fatigue behaviour of the concrete. However, cost and method of construction are two major barriers for their use. Recycled fibres obtained from post-consumer tyres are a new alternative due to their lower cost and potential environmental benefits. The roller compacted concrete technique is also an alternative that enables road construction with the use of conventional asphalt equipment. These were the two main innovations being investigated by the FP6 EU Project Ecolanes. Understanding the durability of recycled steel fibre reinforced concrete (SFRC) is very important before these technologies can be used in real structures. This thesis addresses the issue of long-tenn behaviour of recycled SFRC, based on an experimental programme divided in two main studies: I) the mechanical properties (compressive and flexural behaviour), pore structure (porosity, density and free-shrinkage) and transport mechanisms (penneability, sorptivity and diffusivity) and 2) the main deterioration processes affecting the perfonnance of concrete pavements, corrosion (accelerated by means of wet-dry cycles in chloride solution), freeze-thaw (accelerated by continuous submerged freezing and thawing cycles) and fatigue (accelerated by flexural cyclic loads). A probabilistic analysis in terms of service life design has also been developed. Recycled fibres can increase the flexural strength of the concrete by up to 70% compared to plain concrete and they can significantly enhance the post-cracking behaviour. Recycled fibres, when added 2-6% by mass, do not affect the pore structure and the transport mechanisms of the concrete. Exceptions apply when contents around 6% by mass lead to compaction problems or affect the rheological properties of the concrete. Recycled fibres improve the fatigue resistance by allowing approximately 30% higher stresses than plain concrete for an endurance life of 2 million cycles. Fibres also contribute to slowing down the advanced stage of freeze-thaw degradation of concrete. Both fatigue and freeze-thaw are enhanced since these fibres control different stages of crack propagation. When subjected to wet-dry cycles, the fibres appear to be well protected inside the concrete and the main consequences are only in terms of superficial rust. The coupled benefits of mechanical and long-term performance of recycled SFRC make it a promising alternative for concrete pavements, especially in blends with industrially produced fibres. If these advantages are taken into account in the design of concrete pavements, a 20% reduction in the thickness of the concrete pavements should be expected, leading to less use of natural resources and to a further 10% reduction in costs.

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Sharkins, Anthony August. "Instrumentation for SPS-2." Ohio : Ohio University, 1996. http://www.ohiolink.edu/etd/view.cgi?ohiou1178043493.

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Hanson, Jonathan Russell. "Cracking and Roughness of Asphalt Pavements Constructed Using Cement-Treated Base Materials." BYU ScholarsArchive, 2006. https://scholarsarchive.byu.edu/etd/396.

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While cement treatment is a proven method for improving the strength and durability of soils and aggregates, cement hydration causes shrinkage strains in the cement-treated base (CTB) that can lead to reflection cracking in asphalt surfaces. Cracking may then cause increased pavement roughness and lead to poor ride quality. The overall purpose of this research was to utilize data collected through the Long-Term Pavement Performance (LTPP) program to investigate the use and classification of CTB layers and evaluate the relative impact of cement content on the development of roughness and cracking in asphalt concrete (AC) pavements constructed using CTB layers. The data included 52 LTPP test sites, which represented 13 different states and one Canadian province, with cement contents ranging from 3.0 to 9.5 percent by weight of dry aggregate. Statistical procedures were utilized to identify the factors that were most correlated to the observed pavement performance and to develop prediction equations that transportation agencies can use to estimate the amount of roughness for a given pavement at a given age and the amount of distress associated with a particular crack severity level for a given pavement. The data collected for this study suggest that wide ranges of cement contents are used to stabilize soils within individual American Association of State Highway and Transportation Officials soil classifications. The data also suggest that CTBs comprising flexible pavement structures are constructed mainly on rural facilities. A backward-selection model development technique was used to develop sets of prediction equations for roughness and cracking. Age, AC thickness, CTB thickness, and cement content were determined to be significant predictors of International Roughness Index, while age, air freezing index, AC thickness, CTB thickness, cement content, and traffic loads in thousands of equivalent single-axle loads were determined to be significant predictors of low-severity, medium-severity, and high-severity block, fatigue, longitudinal (wheel-path and non-wheel-path), and transverse cracking in AC pavements constructed using CTB layers. Investigation of the relationships between CTB modulus and the development of roughness and cracking is recommended for further study.

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Brännmark, My, and Ellen Fors. "Modellering av åtgärdsintervall för vägar med tung trafik." Thesis, Umeå universitet, Institutionen för matematik och matematisk statistik, 2019. http://urn.kb.se/resolve?urn=urn:nbn:se:umu:diva-160057.

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In Sweden, there has been an long term effort to allow as heavy traffic as possible, provided thatthe road network can handle it. This is because heavy traffic offers a competitive advantage withsocio-economic gains. In July 2018, the Swedish Transport Administration made 12 percent ofthe Swedish road network avaliable for the new maximum vehicle weight of 74 tonnes, basedon a legislative change from 2017. It is known that heavy traffic has a negative effect on thedegradation of the road, but it prevails divided opinions on whether 74 tonnes have a greaterimpact on the degradation rate compared to previous maximum gross weights of 64 tonnes.The 74 tonne vehicles have the same allowed axle load, which means more axles per vehicle. Some argue that an increased total load and more axles affect the degradation associated withtime-dependent material properties, while others argue that 74 tonnes mean fewer heavy vehiclesoverall, and thus should have a positive impact on the road’s lifespan. The construction companySkanska therefore requests a statistical analysis that enables to nuance the effects that heavytraffic has on the Swedish state road network. Since there is very limited data on the effect of 74 tonne traffic, this Master thesis instead focuseson modeling heavy traffic in general in order to be able to draw conclusions on which variablesare significant for a road’s lifetime. The method used is survival analysis where the lifetimeof the road is defined as the time between two maintenance treatments. The model selectedis the semi-parametric ’Cox Proportional Hazard Model’. The model is fitted with data froman open source database called LTPP (Long Term Pavement Performance) which is providedby the National Road and Transport Research Institute (VTI). The result of the modeling ispresented with hazard ratios, which is the relative risk that a road will require maintance atthe next time stamp compared to a reference category. The covariates that turned out to besignificant for a road’s lifetime and thus are included in the model are; lane width, undergroundtype, speed limit, asphalt layer thickness, bearing layer thickness and proportion of heavy traffic. Survival curves estimated by the model are also presented. In addition, a sensitivity analysis ismade by exploring survival curves estimated for different scenarios, with different combinationsof covariate levels.The results is then compared with previous studies on the subject. The most interesting finding isa case study from Finland since Finland allow 76 tonne vehicles since 2013. In the comparison,the model’s significant variables are confirmed, but the significance of precipitation and thenumber of axes for a roads lifetime is also highlighted

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Korczak, Richard. "Utilizing the Canadian Long-Term Pavement Performance (C-LTPP) Database for Asphalt Dynamic Modulus Prediction." Thesis, 2013. http://hdl.handle.net/10012/7391.

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In 2007, the Mechanistic-Empirical Pavement Design Guide (MEPDG) was successfully approved as the new American Association of State Highway and Transportation Officials (AASHTO) pavement design standard (Von Quintus et al., 2007). Calibration and validation of the MEPDG is currently in progress in several provinces across Canada. The MEPDG will be used as the standard pavement design methodology for the foreseeable future (Tighe, 2013). This new pavement design process requires several parameters specific to local conditions of the design location. In order to perform an accurate analysis, a database of parameters including those specific to local materials, climate and traffic are required to calibrate the models in the MEPDG. In 1989, the Canadian Strategic Highway Research Program (C-SHRP) launched a national full scale field experiment known as the Canadian Long-Term Pavement Performance (C-LTPP) program. Between the years, 1989 and 1992, a total of 24 test sites were constructed within all ten provinces. Each test site contained multiple monitored sections for a total of 65 sections. Each of these sites received rehabilitation treatments of various thicknesses of asphalt overlays. The C-LTPP program attempted to design and build the test sections across Canada so as to cover the widest range of experimental factors such as traffic loading, environmental region, and subgrade type. With planned strategic pavement data collection cycles, it would then be possible to compare results obtained at different test sites (i.e. across traffic levels, environmental zones, soil types) across the country. The United States Long-Term Pavement Performance (US-LTPP) database is serving as a critical tool in implementing the new design guide. The MEPDG was delivered with the prediction models calibrated to average national conditions. For the guide to be an effective resource for individual agencies, the national models need to be evaluated against local and regional performance. The results of these evaluations are being used to determine if local calibration is required. It is expected that provincial agencies across Canada will use both C-LTPP and US-LTPP test sites for these evaluations. In addition, C-LTPP and US-LTPP sites provide typical values for many of the MEPDG inputs (C-SHRP, 2000). The scope of this thesis is to examine the existing data in the C-LTPP database and assess its relevance to Canadian MEPDG calibration. Specifically, the thesis examines the dynamic modulus parameter (|E*|) and how it can be computed using existing C-LTPP data and an Artificial Neural Network (ANN) model developed under a Federal Highway Administration (FHWA) study (FHWA, 2011). The dynamic modulus is an essential property that defines the stiffness characteristics of a Hot Mix Asphalt (HMA) mixture as a function of both its temperature and rate of loading. |E*| is also a primary material property input required for a Level 1 analysis in the MEPDG. In order to perform a Level 1 MEPDG analysis, detailed local material, environmental and traffic parameters are required for the pavement section being analyzed. Additionally, it can be used in various pavement response models based on visco-elasticity. The dynamic modulus values predicted using both Level 2 and Level 3 viscosity-based ANN models in the ANNACAP software showed a good correlation to the measured dynamic modulus values for two C-LTPP test sections and supplementary Ontario mixes. These findings support previous research findings done during the development of the ANN models. The viscosity-based prediction model requires the least amount data in order to run a prediction. A Level 2 analysis requires mix volumetric data as well as viscosity testing and a Level 3 analysis only requires the PG grade of the binder used in the HMA. The ANN models can be used as an alternative to the MEPDG default predictions (Level 3 analysis) and to develop the master curves and determine the parameters needed for a Level 1 MEPDG analysis. In summary, Both the Level 2 and Level 3 viscosity-based model results demonstrated strong correlations to measured values indicating that either would be a suitable alternative to dynamic modulus laboratory testing. The new MEPDG design methodology is the future of pavement design and research in North America. Current MEPDG analysis practices across the country use default inputs for the dynamic modulus. However, dynamic modulus laboratory characterization of asphalt mixes across Canada is time consuming and not very cost-effective. This thesis has shown that Level 2 and Level 3 viscosity-based ANN predictions can be used in order to perform a Level 1 MEPDG analysis. Further development and use of ANN models in dynamic modulus prediction has the potential to provide many benefits.

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"Development of PCI-based Pavement Performance Model for Management of Road Infrastructure System." Master's thesis, 2015. http://hdl.handle.net/2286/R.I.36420.

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abstract: The accurate prediction of pavement network condition and performance is important for efficient management of the transportation infrastructure system. By reducing the error of the pavement deterioration prediction, agencies can save budgets significantly through timely intervention and accurate planning. The objective of this research study was to develop a methodology for calculating a pavement condition index (PCI) based on historical distress data collected in the databases from Long-Term Pavement Performance (LTPP) program and Minnesota Road Research (Mn/ROAD) project. Excel™ templates were developed and successfully used to import distress data from both databases and directly calculate PCIs for test sections. Pavement performance master curve construction and verification based on the PCIs were also developed as part of this research effort. The analysis and results of LTPP data for several case studies indicated that the study approach is rational and yielded good to excellent statistical measures of accuracy. It is believed that the InfoPaveTM LTPP and Mn/ROAD database can benefit from the PCI templates developed in this study, by making them available for users to compute PCIs for specific road sections of interest. In addition, the PCI-based performance model development can be also incorporated in future versions of InfoPaveTM. This study explored and analyzed asphalt pavement sections. However, the process can be also extended to Portland cement concrete test sections. State agencies are encouraged to implement similar analysis and modeling approach for their specific road distress data to validate the findings.
Dissertation/Thesis
Masters Thesis Civil Engineering 2015

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Yu-DeLin and 林煜得. "Long - Term Pavement Performance of Porous Asphalt." Thesis, 2017. http://ndltd.ncl.edu.tw/handle/x65v44.

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Books on the topic "Long-Term Pavement Performance (LTPP)"

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Selezneva, Olga I. Long-Term Pavement Performance Pavement Loading User Guide (LTPP PLUG). McLean, VA: U.S. Department of Transportation, Federal Highway Administration, Research, Development, and Technology, Turner-Fairbank Highway Research Center, 2013.

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Evans, Lynn D. LTPP profile variability. McLean, Va: U.S. Dept. of Transportation, Federal Highway Administration, Research, Development, and Technology, Turner-Fairbank Highway Research Center, 2000.

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United States. Federal Highway Administration. LTPP 2014 and beyond: What is needed & what needs to be done? McLean, Va.]: U.S. Department of Transportation, Federal Highway Administration, 2015.

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4

Karamihas, S. M. Curl and warp analysis of the LTPP SPS-2 site in Arizona. McLean, Va: U.S. Dept. of Transportation, Federal Highway Administration, Research, Development, and Technology, Turner-Fairbank Highway Research Center, 2012.

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United States. Federal Highway Administration. Distress identification manual for the long-term pavement performance project. [McLean, VA]: U.S. Dept. of Transportation, Federal Highway Administration, 2003.

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Miller, John S. Distress identification manual for the long-term pavement performance program. McLean, Virginia: US Department of Transportation, Federal Highway Administration, [2014], 2014.

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Perera, Rohan W. Quantification of smoothness index differences related to Long-Term Pavement Performance equipment type. McLean, Va: Turner-Fairbank Highway Research Center, 2005.

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Nesbitt, D. M. Design of a long term pavement monitoring system for the Canadian Strategic Highway Research Program. Ottawa: Canadian Strategic Highway Research Program, 1993.

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United States. Federal Highway Administration., ed. LTPP product plan. [McLean, Va.?]: U.S. Dept. of Transportation, Federal Highway Administration, 2001.

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United States. Federal Highway Administration., ed. LTPP: 1998 year in review. [Washington, D.C.]: U.S. Dept. of Transportation, Federal Highway Administration, 2000.

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Book chapters on the topic "Long-Term Pavement Performance (LTPP)"

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Petho, Laszlo, and Csaba Toth. "Long-Term Pavement Performance Evaluation." In 7th RILEM International Conference on Cracking in Pavements, 267–75. Dordrecht: Springer Netherlands, 2012. http://dx.doi.org/10.1007/978-94-007-4566-7_26.

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Manola, Evangelia, Nick Thom, and Andy Collop. "Long-Term Modelling of Composite Pavement Performance." In RILEM Bookseries, 1297–303. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-46455-4_165.

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Komba, Julius, Joseph Anochie-Boateng, Johan O’Connell, and Benoit Verhaeghe. "Long-Term Pavement Performance Monitoring and the Revision of Performance Criteria for High Modulus Asphalt in South Africa." In The Roles of Accelerated Pavement Testing in Pavement Sustainability, 177–94. Cham: Springer International Publishing, 2016. http://dx.doi.org/10.1007/978-3-319-42797-3_12.

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Fei, Kang, Wei Hong, and Jian Qian. "Numerical Analysis of the Long-Term Performance of Energy Piles in Sand." In Pavement Materials and Associated Geotechnical Aspects of Civil Infrastructures, 57–72. Cham: Springer International Publishing, 2018. http://dx.doi.org/10.1007/978-3-319-95759-3_5.

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Anochie-Boateng, J. K., W. JvdM Steyn, C. Fisher, and L. Truter. "A Link of Full-Scale Accelerated Pavement Testing to Long-Term Pavement Performance Study in the Western Cape Province of South Africa." In The Roles of Accelerated Pavement Testing in Pavement Sustainability, 67–79. Cham: Springer International Publishing, 2016. http://dx.doi.org/10.1007/978-3-319-42797-3_5.

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"Long-term pavement performance prediction—II." In Asphalt Pavements, 1451. CRC Press, 2014. http://dx.doi.org/10.1201/b17219-175.

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Vanelstraete, A., J. Maeck, and F. Vervaecke. "On site validation and long term performance of anti-cracking interfaces." In Pavement Cracking. CRC Press, 2008. http://dx.doi.org/10.1201/9780203882191.ch74.

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Solaimanian, M. "Field focused long term performance evaluation of asphalt concrete pavements." In Efficient Transportation and Pavement Systems. CRC Press, 2008. http://dx.doi.org/10.1201/9780203881200.ch64.

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Steyn, W., J. Anochie-Boateng, C. Fisher, D. Jones, and L. Truter. "Calibrating full-scale accelerated pavement testing data using long-term pavement performance data." In Advances in Pavement Design through Full-scale Accelerated Pavement Testing, 445–51. CRC Press, 2012. http://dx.doi.org/10.1201/b13000-56.

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Alrukaibi, Fahad, and Hozayen Hozayen. "Development of acceptance measures for long term performance of BOT highway projects." In Efficient Transportation and Pavement Systems. CRC Press, 2008. http://dx.doi.org/10.1201/9780203881200.ch34.

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Conference papers on the topic "Long-Term Pavement Performance (LTPP)"

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Pandya, H., T. Weideli, M. Elshaer, Y. Mehta, and A. Ali. "Performance Evaluation of Composite Pavements Using Long-Term Pavement Performance (LTPP) Database." In International Airfield and Highway Pavements Conference 2019. Reston, VA: American Society of Civil Engineers, 2019. http://dx.doi.org/10.1061/9780784482452.032.

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Mannan, Umme Amina, and Rafiqul A. Tarefder. "Evaluation of Long-Term Pavement Performance Based on New Mexico LTPP SPS5 Data." In Second Transportation & Development Congress 2014. Reston, VA: American Society of Civil Engineers, 2014. http://dx.doi.org/10.1061/9780784413586.026.

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Wang, Hao, and Zilong Wang. "Performance Evaluation of Pavement Preservation Using Long-Term Pavement Performance Data." In 2013 Airfield & Highway Pavement Conference. Reston, VA: American Society of Civil Engineers, 2013. http://dx.doi.org/10.1061/9780784413005.070.

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Dessouky, Samer H. "Pavement Repairs’ Long-Term Performance over Expansive Soil." In IFCEE 2015. Reston, VA: American Society of Civil Engineers, 2015. http://dx.doi.org/10.1061/9780784479087.038.

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Kodan Naiel, Asmaiel, and A. Mumtaz Usmen. "Pavement Rutting Prediction Model based on the Long Term Pavement Performance Data." In Modern Methods and Advances in Structural Engineering and Construction. Singapore: Research Publishing Services, 2011. http://dx.doi.org/10.3850/978-981-08-7920-4_s4-p04-cd.

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Mei, Zijun. "Exploratory Analysis of Long-Term Performance of Pavement Using Reclaimed Asphalt Pavement." In Transportation Research Congress 2017. Reston, VA: American Society of Civil Engineers, 2019. http://dx.doi.org/10.1061/9780784482513.016.

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Xie, Zhaoxing, and Junan Shen. "Long-Term Performance of SMA Mixtures Added with Crumb Rubbers in Dry Process." In 2013 Airfield & Highway Pavement Conference. Reston, VA: American Society of Civil Engineers, 2013. http://dx.doi.org/10.1061/9780784413005.096.

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Liu, Aihua, Hao Li, and Peng Zhang. "Long-Term Performance Study of Long Life Pavement Pilot Section in Jiangsu, China." In Transportation Research Congress 2016. Reston, VA: American Society of Civil Engineers, 2018. http://dx.doi.org/10.1061/9780784481240.037.

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Kluttz, Robert Q., Raj Dongré, R. Buzz Powell, J. Richard Willis, and David H. Timm. "Long term performance of a highly modified asphalt pavement and application to perpetual pavement design." In 6th Eurasphalt & Eurobitume Congress. Czech Technical University in Prague, 2016. http://dx.doi.org/10.14311/ee.2016.212.

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Hossain, M. Shabbir, Edward J. Hoppe, and Chaz B. Weaver. "Long-Term Field Performance of Geosynthetics in Pavement Subgrades in Virginia." In Eighth International Conference on Case Histories in Geotechnical Engineering. Reston, VA: American Society of Civil Engineers, 2019. http://dx.doi.org/10.1061/9780784482124.026.

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Reports on the topic "Long-Term Pavement Performance (LTPP)"

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Park, Jaehyun, Chenxi Yuan, and Hubo Cai. Long-Term Pavement Performance Indicators for Failed Materials. Purdue University, November 2016. http://dx.doi.org/10.5703/1288284316333.

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Roesler, Jeffery, Sachindra Dahal, Dan Zollinger, and W. Jason Weiss. Summary Findings of Re-engineered Continuously Reinforced Concrete Pavement: Volume 1. Illinois Center for Transportation, May 2021. http://dx.doi.org/10.36501/0197-9191/21-011.

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This research project conducted laboratory testing on the design and impact of internal curing on concrete paving mixtures with supplementary cementitious materials and evaluated field test sections for the performance of crack properties and CRCP structure under environmental and FWD loading. Three experimental CRCP sections on Illinois Route 390 near Itasca, IL and two continuously reinforced concrete beams at UIUC ATREL test facilities were constructed and monitored. Erodibility testing was performed on foundation materials to determine the likelihood of certain combinations of materials as suitable base/subbase layers. A new post-tensioning system for CRCP was also evaluated for increased performance and cost-effectiveness. This report volume summarizes the three year research effort evaluating design, material, and construction features that have the potential for reducing the initial cost of CRCP without compromising its long-term performance.

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Singhvi, Punit, Javier García Mainieri, Hasan Ozer, and Brajendra Sharma. Rheology-Chemical Based Procedure to Evaluate Additives/Modifiers Used in Asphalt Binders for Performance Enhancements: Phase 2. Illinois Center for Transportation, June 2021. http://dx.doi.org/10.36501/0197-9191/21-020.

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The increased use of softer binders in Illinois over the past decade is primarily attributed to the increased use of recycled materials in asphalt pavement construction. The shift in demand of using PG 58-28 over PG 64-22 has resulted in potential alternative methods to produce softer binders more economically using proprietary products. However, there are challenges in using these proprietary products for asphalt modification because of uncertainty in their long-term performance and significant variability in binder chemistry. The current SuperPave performance grading specification for asphalt binders is insufficient in differentiating binders produced from these modifiers. Therefore, the objective of this study is to evaluate the performance of various softener-type asphalt binder modifiers using a wide array of rheological and chemistry tests for their integration into the Illinois Department of Transportation’s material specifications. The small-strain rheological tests and their parameters allowed for consistent grouping of modified binders and can be used as surrogates to identify performing and nonperforming asphalt binders. A new parameter, Δ|G*|peak τ, was developed from the linear amplitude sweep test and showed potential to discriminate binders based on their large-strain behavior. Chemistry-based parameters were shown to track aging and formulation changes. The modifier sources were identified using fingerprint testing and were manifested in the modified binder chemical and compositional characteristics. The two sources of base binders blended with the modifiers governed the aging rate of the modified binders. Mixture performance testing using the Illinois Flexibility Index Test and the Hamburg Wheel-Track Test were consistent with the rheological and chemical findings, except for the glycol amine-based modified binder, which showed the worst cracking performance with the lowest flexibility index among the studied modifiers. This was contrary to its superior rheological performance, which may be attributed to lower thermal stability, resulting in high mass loss during mixing. According to the characterization of field-aged binders, laboratory aging of two pressurized aging vessel cycles or more may represent realistic field aging of 10 to 15 years at the pavement surface and is able to distinguish modified binders. Therefore, an extended aging method of two pressurized aging vessel cycles was recommended for modified binders. Two different testing suites were recommended for product approval protocol with preliminary thresholds for acceptable performance validated with field-aged data.

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Mazari, Mehran, Siavash F. Aval, Siddharth M. Satani, David Corona, and Joshua Garrido. Developing Guidelines for Assessing the Effectiveness of Intelligent Compaction Technology. Mineta Transportation Institute, January 2021. http://dx.doi.org/10.31979/mti.2021.1923.

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Many factors affect pavement compaction quality, which can vary. Such variability may result in an additional number of passes required, extended working hours, higher energy consumption, and negative environmental impacts. The use of Intelligent Compaction (IC) technology during construction can improve the quality and longevity of pavement structures while reducing risk for contractors and project owners alike. This study develops guidelines for the implementation of IC in the compaction of pavement layers as well as performing a preliminary life-cycle cost analysis (LCCA) of IC technology compared to the conventional compaction approach. The environmental impacts of the improved construction process were quantified based on limited data available from the case studies. The LCCA performed in this study consisted of different scenarios in which the number of operating hours was evaluated to estimate the cost efficiency of the intelligent compaction technique during construction. The analyses showed a reduction in energy consumption and the production of greenhouse gas (GHG) emissions with the use of intelligent compaction. The LCCA showed that the use of IC technology may reduce the construction and maintenance costs in addition to enhancing the quality control and quality assurance (QC/QA) process. However, a more comprehensive analysis is required to fully quantify the benefits and establish more accurate performance indicators. A draft version of the preliminary guidelines for implementation of IC technology and long-term monitoring of the performance of pavement layers compacted thereby is also included in this report.

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