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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.
2
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.
3
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.
4
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.
7
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.
9
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.
11
Bustos, Marcelo, Hernáan E. De Solminihac, Michael I. Darter, Andres Caroca, and Juan Pablo Covarrubias. "Calibration of Performance Models for Jointed Plain Concrete Pavements Using Long-Term Pavement Performance Database." Transportation Research Record: Journal of the Transportation Research Board 1629, no. 1 (January 1998): 108–16. http://dx.doi.org/10.3141/1629-13.
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A methodology for calibrating performance models for jointed plain concrete pavements (JPCP) is presented; it is based on statistical analysis of data from the Long-Term Pavement Performance (LTPP) database. The methodology provides calibration factors to pavements in four climatic regions (dry-freeze, dry-nonfreeze, wet-freeze, and wet-nonfreeze) for the JPCP performance models in HDM-4: joint faulting, transverse cracking, joint spalling, and roughness. The procedure allows calculation of global calibration factors, which does not affect significantly the quality of the prediction compared with the quality achieved through the use of regional factors.
12
Rowshan, Shared, Sandra B. Harris, and Scott D. Rabinow. "Establishing National Distributed Network For Long-Term Pavement Performance Information Management System." Transportation Research Record: Journal of the Transportation Research Board 1592, no. 1 (January 1997): 46–54. http://dx.doi.org/10.3141/1592-06.
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FHWA’s Long-Term Pavement Performance (LTPP) information management system (IMS) is a relational database management system that has been developed to collect the data necessary to accomplish the goals of the LTPP program established under the Strategic Highway Research Program. The LTPP database and the technology available to collect and manage the data have evolved a great deal since the initial design of the system in 1988. Data from this system are available to users by request by filling out a form. Although some upgrades have been made to hardware and software, a comprehensive evaluation of the computing environment and general IMS procedures had not been performed until the migration analysis. The original design of the LTPP IMS is based on four stand-alone IBM-compatible single-user personal computers transferring data to a minicomputer at the national center that houses all the data collected throughout the United States and Canada. The design concept and some details for the establishment of a national distributed network for the internal operation of the LTPP IMS, intended to migrate to a system that is more compatible with the current hardware and software technology, are described. On the basis of the evaluation of the options considered, cost, technical criteria, and management considerations, the design platform for migration is established as upgrades to Oracle V7, Windows NT, and a national distributed client-server environment. An Integrated Services Digital Network solution is recommended for the network communication. The proposed environment will greatly enhance the data processing and administrative capabilities of the FHWA LTPP IMS. As a result, the data availability and customer service to end users of the data such as state highway agencies would improve.
13
Suthahar, Nadarajah, Ahmad Ardani, and Dennis A. Morian. "Early Evaluation of Long-Term Pavement Performance Specific Pavement Studies-2, Colorado." Transportation Research Record: Journal of the Transportation Research Board 1699, no. 1 (January 2000): 160–71. http://dx.doi.org/10.3141/1699-22.
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The Long-Term Pavement Performance (LTPP) Program included the construction of rigid pavement sections for evaluation. These test sections, designated Specific Pavement Studies (SPS)-2, were constructed on the basis of an experiment matrix that includes pavement slab thickness [202 mm (8 in.) and 280 mm (11 in.)], base type (permeable asphalt-treated base, lean concrete base, and dense-graded aggregate base), widened lane of 4.27 m (14 ft) and state standard lane of 3.66 m (12 ft), and drainage (with and without pavement edge drains). In addition, a standard Colorado Department of Transportation design section was constructed to provide a performance comparison. The performance of these test sections after 4 years of service is discussed. The results are based on deflection, profile, and distress data collected by the LTPP Program. Virtually no distress and no change in ride quality are evident in these pavement test sections at this time. However, the evaluation of deflection data provides an early indication of anticipated variation in test section performance. Currently, no difference can be identified between the deflection magnitude of the widened-lane section and the state standard section with tied concrete shoulders. However, both these sections exhibit lower deflections at this time than those sections with untied shoulders. High deflections of 202-mm sections indicate that perhaps these sections do not provide adequate structural strength for this roadway.
14
Van Dam, Thomas J., Andrew D. Chesher, and David G. Peshkin. "Evaluation of Long-Term Pavement Performance Data Using HDM-III Probabilistic Failure-Time Models for Crack Initiation in Bituminous Pavements." Transportation Research Record: Journal of the Transportation Research Board 1592, no. 1 (January 1997): 125–33. http://dx.doi.org/10.3141/1592-15.
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Cracking is perhaps the most important distress in bituminous pavements. It plays a key role in modeling bituminous pavement performance in the World Bank’s Highway Design and Maintenance Standards Model Version III (HDM-III) with the belief that a cracked pavement is susceptible to moisture ingress, which accelerates pavement deterioration. Strategic Highway Research Program Long-Term Pavement Performance (LTPP) data were analyzed by using the probabilistic failure-time crack initiation models previously developed for use in HDM-III. On the basis of that analysis, it is concluded that the HDM-III models do not accurately capture the climatic factors that play a role in linear cracking initiation typically observed in North America. When considering only fatigue-related cracking, HDM-III models could be successfully fit to the data, but concerns related to the shape parameter call into question their general applicability. It is concluded that although some aspects of this analysis suggest that HDM-III models adequately model fatigue-related crack initiation in LTPP pavement sections, overall the results are inconclusive and a more in-depth analysis needs to be conducted.
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Blankenagel, Brandon J., and W. Spencer Guthrie. "Deterioration of Asphalt Pavement at Long-Term Pavement Performance Program Site 49-1001 in Utah." Transportation Research Record: Journal of the Transportation Research Board 1933, no. 1 (January 2005): 121–25. http://dx.doi.org/10.1177/0361198105193300114.
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Highway 191 near Bluff, Utah, features a well-monitored section of the long-term pavement performance (LTPP) program. Constructed in 1980, this section of flexible pavement performed well for nearly 13 years. Through this time, cracking of the asphalt layer was minimal. In the fourteenth year, however, the extent of longitudinal cracking in the wheel path increased and necessitated placement of a chip seal on the pavement surface. The purpose of this research was to determine the cause of pavement deterioration using LTPP data. Deflection basins obtained from falling-weight deflectometer testing were analyzed to investigate the extent to which structural degradation influenced deterioration of the pavement. Pavement layer modulus values were plotted against time and clearly show that weakening of the pavement base layer immediately preceded the occurrence of cracking. The geography of the site, as documented in photographs, supports the conclusion that inadequate water drainage at the site permitted saturation of the aggregate base layer during a period of midsummer flooding. This finding emphasizes the importance of specifying non-moisture-susceptible base materials and providing necessary drainage works in pavement design.
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Souliman, Mena I., Ashish Tripathi, Lubinda F. Walubita, and Mayzan M. Isied. "Performance evaluation of jointed plain concrete pavements with sealed and unsealed joints in North Texas." Canadian Journal of Civil Engineering 46, no. 7 (July 2019): 601–8. http://dx.doi.org/10.1139/cjce-2018-0531.
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Joint sealing in jointed plain concrete pavement (JPCP) has been practiced throughout the world for many years as it improves the performance of concrete pavements. The infiltration of water is a common problem in concrete pavements and often increases distresses, such as faulting and pumping. For this reason, sealing the joints can help reduce water infiltration. Additionally, the infiltration of sand and small stones, aggregates, or debris into the joints can also be prevented, consequently reducing joint spalling in concrete pavements. However, it is also reported that joint sealing increases the initial cost of construction, especially if the joints need to be resealed, which leads to some additional costs. In this study, the pavement distress data was collected from the long-term pavement performance (LTPP) database for all the JPCPs sections in North Texas. The study illustrates the relative field performance in terms of spalling, faulting, roughness, and deflections of JPCP sections for both sealed and unsealed LTPP sections of North Texas.
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Raymond, Chris, Susan Tighe, Ralph Haas, and Leo Rothenburg. "Development of Canadian asphalt pavement deterioration models to benchmark performance." Canadian Journal of Civil Engineering 30, no. 4 (August 1, 2003): 637–43. http://dx.doi.org/10.1139/l03-023.
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The Canadian Long Term Pavement Performance (C-LTPP) study, initiated in 1989, involves 65 sections located at 24 sites constructed with various asphalt overlay rehabilitation treatments. This study investigates the impacts of the various alternative rehabilitation treatments on pavement roughness progression. A series of models are developed for predicting the rate of pavement deterioration occurring for the first 8 years of service. The models examine both within-site factors and between-site factors. Site location is found to be the primary influence on the rate of pavement deterioration. Overlay thickness and the amount of cracking prior to rehabilitation are also determined to influence pavement deterioration at a strong statistical level. Models are provided for benchmarking the performance of pavements across Canada, for comparison with individual project designs, and for estimating the performance of designs with different overlay thickness.Key words: Canadian Long Term Pavement Performance program, roughness, pavement deterioration, site effects, asphalt overlays, benchmark, univariate analysis.
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Tighe, Susan. "Evaluation of subgrade and climatic zone influences on pavement performance in the Canadian Strategic Highway Program's (C-SHRP) Long-Term Pavement Performance (LTPP) study." Canadian Geotechnical Journal 39, no. 2 (April 1, 2002): 377–87. http://dx.doi.org/10.1139/t01-111.
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Sixty-five sections in 24 provincial test sites received pavement rehabilitation comprising of various thicknesses of asphalt overlays, as part of the Canadian Long-Term Pavement Performance (C-LTPP) study, which was initiated in 1989. This paper describes the impacts of the various alternative rehabilitation treatments on pavement performance in terms of roughness progression under comparative climatic, subgrade soil, and traffic loading conditions. Some findings from this study include (i) in wet, high-freeze zones, thinner overlays show a higher rate of roughness progression than thicker overlays, regardless of subgrade type; (ii) in dry, high-freeze zones, roughness progression for medium and thick overlays is relatively small; (iii) in wet, low-freeze zones, thinner overlays combined with fine subgrade soils show the highest rate of roughness progression; and (iv) traffic, in terms of equivalent single axle loads (ESALs), seemed to have a limited effect on all of the above; this was attributed largely to the fact that all of the traffic essentially fell into one level, where 200 000 ESALs per year was designated as the boundary between low and high traffic levels. The methodology developed in this paper provides valuable insight into how subgrade and climatic factors influence pavement performance and can be applied to performance trend analysis of other pavements with similar climatic, subgrade, and traffic loading conditions.Key words: subgrade type, climatic zones, pavement roughness, international roughness index (IRI), Long-Term Pavement Performance (LTPP).
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Raja Shekharan, A., Gonzalo R. Rada, Gary E. Elkins, and William Y. Bellinger. "Assessment of Long-Term Pavement Performance Plan Wall Projection-Based Distress Data Variability." Transportation Research Record: Journal of the Transportation Research Board 1643, no. 1 (January 1998): 95–109. http://dx.doi.org/10.3141/1643-13.
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In the Long-Term Pavement Performance (LTPP) program, 35-mm, black and white, continuous-strip photographs are used as a permanent record of pavement distress development for archival purposes and to quantify the distress severity and extent for pavement performance analysis. The traditional method of interpreting distress from LTPP film utilizes a relatively small image projected onto a digitizing tablet. From quality control checks performed on the interpreted data, it was found that some low severity types of distress, identified from larger magnified images projected onto a wall or projection screen, could not be seen in the smaller image used for distress interpretation. The variability in distresses interpreted directly off of the large format, wall-image projection was assessed through analysis of interpretations performed on six asphalt concrete and six portland cement concrete pavement sections used in the LTPP distress rater accreditation workshops. The data set included distress ratings from eight individuals, four two-person rater teams, and an experienced rater team. Also available were distress ratings performed in the field by the experienced rater team, which are used as reference values which represent the best estimate of ground-truth. Statistical tests show that the film-interpreted distresses from individual raters exhibit much larger variability than those from the rating teams. The most significant contributor to this finding is outlier observations in which one of the individual raters had significantly different ratings than the rest of the group. The spread in the rating teams was much lower. The film interpreted distresses from the experienced group correlated very well with the field-derived reference values.
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Doré, Guy, Martin Flamand, and Pierre Pascale. "Analysis of the wavelength content of the longitudinal profiles for C-LTPP test sections." Canadian Journal of Civil Engineering 29, no. 1 (February 1, 2002): 50–57. http://dx.doi.org/10.1139/l01-075.
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A new approach for pavement longitudinal profile analysis is described in this paper. In this approach, based on a simple moving average filtering technique, the results are expressed in terms of the proportion of the calculated international roughness index associated with different wavelengths of pavement surface deformations. The new approach has been successfully used in the assessment of the performance of Canadian Long-Term Pavement Performance (C-LTPP) test sites. The proposed analysis approach can help in identifying the source of problems causing pavement roughness. It can thus help in identifying the proper pavement rehabilitation technique. The new analysis approach has also helped in assessing the performance of the different rehabilitation techniques used in C-LTPP. It was found that 80130 mm thick overlays give the best results in reducing roughness associated with short wavelength deformations. The benefit of these overlays is, however, limited to several years. Moreover, overlays do not have any significant impact on long wavelength deformations. It has also been found that long wavelength distortions tend to dominate the longitudinal profiles of thin pavement structures or pavements built on soft fine grained soils. Short wavelength distortions are dominant in longitudinal profiles of cracked thick pavement structures or that are built on strong soils.Key words: pavement, performance, longitudinal profile, wavelength, IRI, roughness, deformations.
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Rada, Gonzalo R., Rajesh K. Bhandari, Gary E. Elkins, and William Y. Bellinger. "Assessment of Long-Term Pavement Performance Program Manual Distress Data Variability: Bias and Precision." Transportation Research Record: Journal of the Transportation Research Board 1592, no. 1 (January 1997): 151–68. http://dx.doi.org/10.3141/1592-18.
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The use of manual survey methods within the Long-Term Pavement Performance (LTPP) program for the collection of distress data has drastically increased both in intensity and in coverage over the past couple of years. Because these surveys are conducted by individual raters whose biases can lead to variability between raters, it was hypothesized that distress data variability existed and that it could potentially be quite large. Thus, the purpose of the presented study was to quantify manual distress data variability, with special emphasis on the bias and precision of the data. Results from seven LTPP program distress rater accreditation workshops conducted during the period from 1992 to 1995 were used as the only source of data. On the basis of analyses of these data, both the apparent bias and the precision for the common distress type-severity level combinations were quantified. It was also concluded from this study that individual rater variability for any given distress type-severity level combination is typically large and increases as the distress quantity increases; however, when all distress type-severity level combinations are viewed in terms of a single composite number such as the pavement condition index value, there is excellent agreement between the individual raters, the group mean, and the ground truth value, and individual rater variability is also quite small. Because LTPP program distress data are to be used in the development of pavement performance prediction models, improvements in variability are highly desirable to ensure that they serve their intended purpose. Recognizing that the LTPP program distress raters are experienced individuals, such improvements are not envisioned to come through additional training. It is the authors’ contention that the only way of achieving the desired improvement is through the conduct of group consensus surveys.
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Ali, Hesham A., Shiraz D. Tayabji, and Francesca La Torre. "Calibration of Mechanistic-Empirical Rutting Model for In-Service Pavements." Transportation Research Record: Journal of the Transportation Research Board 1629, no. 1 (January 1998): 159–68. http://dx.doi.org/10.3141/1629-18.
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Rutting is a major failure mode for flexible pavements. Pavement engineers have been trying to control and arrest the development of rutting for years. Many models are available to relate pavement rutting to design features, traffic loading, and climatic conditions. These models range from purely empirical to mechanistic models. Mechanistic-empirical models (the Asphalt Institute and Shell) were used to predict the development of rutting for 61 Long-Term Pavement Performance (LTPP) test sections. The rutting damage, calculated using these models, did not appear to be a good predictor of the observed rutting depth. A new rutting model was developed and calibrated using the data from the 61 LTPP sections. The model accounts for the plastic deformation in all pavement layers and allows the use of actual axle load and type, rather than the equivalent single axle load, in characterizing traffic.
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Martin, Tim, and Lith Choummanivong. "The Benefits of Long-Term Pavement Performance (LTPP) Research to Funders." Transportation Research Procedia 14 (2016): 2477–86. http://dx.doi.org/10.1016/j.trpro.2016.05.311.
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Kerali, H. R., A. J. Lawrance, and K. R. Awad. "Data Analysis Procedures for Long-Term Pavement Performance Prediction." Transportation Research Record: Journal of the Transportation Research Board 1524, no. 1 (January 1996): 152–59. http://dx.doi.org/10.1177/0361198196152400118.
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The results of 3 years of research aimed at investigating data analysis methods used in the development of pavement performance relationships are reported. The research was part of the U.K. collaborative program linked to the U.S. Strategic Highway Research Program (SHRP), in particular the Long-Term Pavement Performance (LTPP) experiment. The development of pavement performance models usually concludes with the application of regression techniques to determine coefficients for model parameters. It is important to identify the model forms and the engineering or mechanistic principles to be used in the data analyses in the initial stages and then to censor any obvious anomalies in the data. This was applied to data on pavement rutting measured by the Transport Research Laboratory over a 20-year period in the United Kingdom. Engineering knowledge of rutting progression suggests a cubic model form, with the quadratic component representing typical performance in early pavement life. An attempt was made to derive a rutting model that took into account material properties, layer thickness, and aggregate types. The pavement structural number concept was applied as a proxy for pavement strength for the different pavement structures used in the test sites. The results of the analyses confirmed that material properties, layer thickness, and their combined effects influence rutting, but in ways that vary greatly. No simple model form was found to adequately predict rutting for a variety of pavement types, even with general categorical model forms.
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Ahammed, M. Alauddin, and Susan L. Tighe. "Concrete pavement surface textures and multivariables frictional performance analysis: a North American case study." Canadian Journal of Civil Engineering 35, no. 7 (July 2008): 727–38. http://dx.doi.org/10.1139/l08-025.
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Concrete pavements are well known for long structural life. The major challenge, however, is to provide a durable surface with adequate skid resistance for economy and safety. This paper examines the long-term frictional performance of eight different surface textures on 197 sections of concrete pavements within the long-term pavement performance (LTPP) program database. Analysis shows that tined and (or) grooved textures maintain consistently higher skid resistance over time and the surface friction of concrete pavements is less sensitive to ambient temperature. Cumulative traffic passes are more sensitive to longevity of friction than the cumulative axle loads. Five alternative models have also been successfully developed for prediction of the long-term skid resistance of concrete pavements as a function of texture type, cumulative traffic passes, speed, and concrete compressive strength. These models were shown to be statistically significant at 95% confidence levels with reasonable prediction accuracy.
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Bairgi, Biswajit K., A. S. M. Asifur Rahman, Rafiqul A. Tarefder, and Matias M. Mendez Larrain. "Comprehensive Evaluation of Rutting of Warm-Mix Asphalt Utilizing Long-Term Pavement Performance Specific Pavement Studies." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 7 (June 15, 2020): 272–83. http://dx.doi.org/10.1177/0361198120921852.
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Warm-mix asphalt (WMA) technologies allow binder softening for compaction benefits. Lower production temperature also causes reduced short-term aging in WMA. Considering the long-term implication of the reduced aging and binder softening, WMA is being questioned about its rutting characteristics. As such, this study evaluates different WMA technologies for rutting characteristics in comparison to traditional hot-mix asphalt (HMA) through laboratory and field investigation. The study utilized the long-term pavement performance (LTPP) project in the state of New Mexico called Specific Pavement Study-10 (SPS-10), which was designed to evaluate the WMA performances. The LTPP SPS-10 section includes: (i) control HMA, (ii) foaming, (iii) Evotherm, (iv) Cecabase 1, and (v) Cecabase 2 mixtures. Cecabase 2 mixture consists of a polymer-modified binder (PG 70-28+), whereas other mixtures consist of PG 70-28 binder. The aggregate type, properties, and gradations are the same in all the sections. Laboratory evaluation of rutting was conducted through the Hamburg wheel tracking test. Long-term field rutting was evaluated through Mandli’s pavement profile scanner, a laser-based distress evaluation technology. The study found that WMA with foaming, Evotherm, or Cecabase shows slightly higher rutting compared with the control HMA; however, all the sections satisfied laboratory and field rutting criteria. The use of a polymer-modified binder in WMA significantly improves the rutting characteristics.
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Souder, Nicole C., John W. DeSantis, Julie M. Vandenbossche, and Steven G. Sachs. "Modeling the Development of Permanent Deformation in Asphalt Interlayers of Unbonded Concrete Overlays of Concrete Pavements." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 9 (July 26, 2020): 489–99. http://dx.doi.org/10.1177/0361198120930013.
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Unbonded concrete overlay of concrete pavement (UBOL) is an effective rehabilitation method involving the construction of a new concrete pavement over a deteriorated concrete pavement, separated by an interlayer. While UBOL is used in practice to improve the structural capacity of existing concrete pavements, the performance of the interlayer is not currently accounted for in the pavement mechanistic–empirical design process. Therefore, the objective of this research is to improve prediction of UBOL performance by accounting for the effects of asphalt interlayer consolidation on the development of longitudinal cracks in the wheelpath. First, a laboratory investigation was performed using beams cut from in-service pavements in Michigan, Minnesota, and Pennsylvania to assess the susceptibility of permanent deformation of asphalt interlayers. This data was utilized in conjunction with a finite element analysis to develop/calibrate a permanent deformation prediction model for dense graded asphalt interlayers. The framework of the model follows that of the permanent deformation prediction model for asphalt surface pavements incorporated into the American Association of State Highway and Transportation Officials (AASHTO) Mechanistic–Empirical Pavement Design Guide. In addition, a field analysis was conducted, using the Long-Term Pavement Performance (LTPP) database, to assess longitudinal cracking in the wheelpath caused by permanent deformation in asphalt interlayers. The laboratory-calibrated permanent deformation model was then validated using the performance data for UBOLs in the LTPP database and deformation thresholds for asphalt interlayers were established. This research resulted in the development of a framework for the prediction of longitudinal crack development in UBOLs because of permanent deformation in the asphalt interlayer.
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Haider, Syed Waqar, Muhamad Munum Masud, Olga Selezneva, and Dean J. Wolf. "Assessment of Factors Affecting Measurement Accuracy for High-Quality Weigh-in-Motion Sites in the Long-Term Pavement Performance Database." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 10 (August 5, 2020): 269–84. http://dx.doi.org/10.1177/0361198120937977.
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Weigh-in-motion (WIM) is a primary technology used for monitoring and collecting vehicle weights and axle loads on roadways. Highway agencies collect WIM data for many reasons, including highway planning, pavement and bridge design, freight movement studies, motor vehicle enforcement, and regulatory studies. Therefore, the data collected at WIM systems must be accurate and represent actual field loadings. Several factors or field conditions can affect the WIM system accuracy (i.e., measurement error). The potential site-related factors include road geometry, pavement stiffness, pavement surface distresses, road roughness, and climate. The WIM calibration and equipment-related factors may include sensor type and array, calibration speed and speed points, and sensors’ age. The WIM data for Long-Term Pavement Performance (LTPP) research-quality sites were considered to estimate benchmark accuracies for different sensors and evaluate the effects of different factors on WIM measurement errors. These are the 35 sites with WIM calibration data that meet the ASTM E1318-09 error tolerances for Type I WIM systems and are consistently calibrated using the LTPP protocol with a complete set of supporting data about WIM site performance and WIM site conditions. The data for the LTPP research-quality sites showed that for the sensor arrays utilized, the best achievable total errors based on GVW are ±5% for load cell (LC), ±9% for bending plate (BP), and ±9.8% for the quartz piezo (QP) sensors. These accuracy levels for different sensor types provide highway agencies with the benchmark values demonstrating the practically achievable accuracy of WIM measurements after calibration for different WIM sensor types. Based on available data, WIM sensor accuracy can be significantly affected by climate, especially for QP and polymer piezo sensors. Also, the longitudinal roadway slope at a WIM site, sensor array, and speed points may significantly affect the WIM system accuracy.
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Heydinger, Andrew G. "Evaluation of Seasonal Effects on Subgrade Soils." Transportation Research Record: Journal of the Transportation Research Board 1821, no. 1 (January 2003): 47–55. http://dx.doi.org/10.3141/1821-06.
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One objective of the FHWA’s Long-Term Pavement Performance (LTPP) program is to determine climatic effects on pavement performance. The LTPP instrumentation program includes seasonal monitoring program (SMP) instrumentation to monitor the seasonal variations of moisture, temperature, and frost penetration. Findings from the SMP instrumentation are to be incorporated into future pavement design procedures. Data from SMP instrumentation at the Ohio Strategic Highway Research Program Test Road (US-23, Delaware County, Ohio) and other reported results were analyzed to develop empirical equations. General expressions for the seasonal variations of average daily air temperature and variations of temperature and moisture in the fine-grained subgrade soil at the test site are presented. An expression for the seasonal variation of resilient modulus was derived. Average monthly weighting factors that can be used for pavement design were computed. Other factors such as frost penetration, depth of water table, and drainage conditions are discussed.
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Kharbuja, Sunita, Thusitha Chandani Shahi, and Rajan Duwal. "Development of Performance Grading Map of Nepal Based on Superpave System." Journal of Science and Engineering 8 (November 12, 2020): 61–64. http://dx.doi.org/10.3126/jsce.v8i0.32866.
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The Performance of the bituminous binder plays important role in the overall performance of the pavement system. One of the major cause of pavement failure is the bitumen grade, i.e selection of suitable grade of bitumen. Therefore, performance grading of bituminous binder is inevitable for the specific temperature and climatic zones. This study is focused on the determination of performance grading of bituminous binder for various temperature zones in Nepal. In this study, twenty one years’ daily maximum and minimum secondary temperature data of 70 meteorological stations were collected and were analyzed for temperature zoning. Performance grading of bituminous binder was conducted with the help of Strategic Highway Research Program (SHRP) and Long-Term Pavement Performance Program (LTPP) prediction models. The concept of Superpave has been adopted for the analysis, which stands for superior performing asphalt pavement. The Superpave mix design includes a new analysis system based on performance characteristics of the pavement layer. The bituminous binder grades for Nepal have been determined on the basis of air temperature thereafter predicting the pavement temperatures. The study has determined seven different performance grade zones based on SHRP and four different performance grade zones based on LTPP model. The study synthesized the Performance Grade (PG) map of the country.
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Alland, Kevin, Julie M. Vandenbossche, and John Brigham. "Statistical Model to Detect Voids for Curled or Warped Concrete Pavements." Transportation Research Record: Journal of the Transportation Research Board 2639, no. 1 (January 2017): 28–38. http://dx.doi.org/10.3141/2639-04.
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A statistical classifier was developed to interpret falling weight deflectometer data for the detection of voids under jointed concrete pavement slabs. The classifier was trained with the Seasonal Monitoring Program sections in the Long-Term Pavement Performance (LTPP) database and data from the Minnesota Road Research Facility. A two-level cross-validation process was used to assess the performance of existing void detection methods, according to a threshold of a single variable, and the least absolute shrinkage and selection operator (LASSO) classifier, which is based on several variables. Simple void detection methods based on the normalized 9,000-lb deflection were found to perform better than void detection methods based on variable deflection analysis. The LASSO classifier outperformed any of the existing void detection techniques. The LASSO classifier was validated through two field trials in Pennsylvania and an LTPP general pavement section in which significant faulting had developed.
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Qian, Jinsong, Chen Jin, Jiake Zhang, Jianming Ling, and Chao Sun. "International Roughness Index Prediction Model for Thin Hot Mix Asphalt Overlay Treatment of Flexible Pavements." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 40 (May 4, 2018): 7–13. http://dx.doi.org/10.1177/0361198118768522.
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Pavement performance prediction after maintenance and rehabilitation is important to pavement management. A two-parameter exponential international roughness index (IRI) regression model for thin hot mix asphalt overlay was developed based on information from the U.S. Long Term Pavement Performance (LTPP) database. The model influence parameters α and β, which represent the initial IRI as the thin overlay completion and shape factor of IRI deterioration curve, were statistically analyzed. The results suggested that the IRI deterioration trends in high-temperature and low-temperature regions are different. This is because β was mainly affected by the structural strength and equivalent single axle loads in the high and medium temperature region and mainly affected by the average annual precipitation in low temperature region. In-situ data from LTPP database was used to verify the IRI prediction model, and it was found that the predicted IRI and measured IRI exhibited similar trends.
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Elshaer, Mohamed, Christopher DeCarlo, Wade Lein, Harshdutta Pandya, Ayman Ali, and Yusuf Mehta. "Use of Long Term Pavement Performance-Seasonal Monitoring Program Data to Develop and Validate a Generalized Regression Model to Predict the In-Situ Resilient Modulus of Subgrade Soils for Pavement Design and Evaluation." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 5 (May 2020): 673–84. http://dx.doi.org/10.1177/0361198120917383.
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Resilient modulus (Mr) is a critical input for pavement design as it is the main property used to evaluate the contribution of subgrade to the overall pavement structure. Considering this, practitioners need simple and accurate ways to determine the Mr of in-situ subgrade without the need for expensive and time-consuming testing. The objective of this study is to develop a generalized regression prediction model for in-situ Mr of subgrades, compare it with established prediction models, and assess the model’s predictions on pavement performance using the Mechanistic-Empirical Pavement Design Guide (Pavement ME). The prediction model was built using field data from 30 pavement sections studied in the Long Term Pavement Performance (LTPP) Seasonal Monitoring Program where backcalculated modulus from falling weight deflectometer testing, in-situ moisture contents, and subgrade material properties were considered in the model. Based on the results, it was found that liquid limit, plasticity index, WPI (the product of percent passing #200 and plasticity index), percent coarse sand, percent fine sand, percent silt, percent clay, moisture content, and their respective interactions were significant predictors of in-situ Mr values. The findings showed that the generalized regression approach was able to predict Mr more accurately than predictions from the Witczak model. To assess the application of the predictive model on pavement performance, three LTPP sections located in New York, South Dakota, and Texas were analyzed to predict the rutting performance based on Mr values obtained from the developed generalized prediction model and those obtained from the current Pavement ME model and then compared with rut depths measured in the field. The findings showed that, for coarse-grained subgrades that have a low degree of plasticity, the generalized regression model predicted rutting performance similar to the embedded Pavement ME model. For fine-grained subgrades, the developed model tends to predict lower rut depths which were closer to the field measured rut depths. Overall, the generalized regression approach was successfully applied to create a simple, practical, cost-effective and accurate Mr prediction model that can be used to estimate the stiffness of subgrades when designing and evaluating pavements.
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Bae, Abraham, Shelley M. Stoffels, Charles E. Antle, and Seung Woo Lee. "Observed evidence of subgrade moisture influence on pavement longitudinal profile." Canadian Journal of Civil Engineering 35, no. 10 (October 2008): 1050–63. http://dx.doi.org/10.1139/l08-047.
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The relationship between subgrade moisture parameters and pavement profile was explored for 34 asphalt pavements of the seasonal monitoring program (SMP) in the long-term pavement performance (LTPP) program. Volumetric moisture content was quantified in terms of the moisture index (MI), representing moisture as reasonably related to subgrade performance. Using power spectral density (PSD), roughness was evaluated in 21 individual wavebands. From statistical analysis, it was concluded that subgrade moisture significantly affects roughness in the wavebands of 14.9 to 31.2 m and 24.0 to 31.2 m for nonfreezing sites, and in the waveband of 14.9 to 24.0 m for freezing sites. At nonfreezing sites, as the magnitude and variation of moisture increase, pavement surface profile deteriorates quickly. At freezing sites, it was found that moisture variation by freezing contributes to roughness deterioration. Moreover, it was found that pavement thickness and the percent passing the top 0.002 mm of subgrade are significant factors accelerating roughness progression at nonfreezing and freezing sites, respectively.
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Jamal Khattak, Mohammad, and Nagaraju Peddapati. "Flexible Pavement Performance in relation to In Situ Mechanistic and Volumetric Properties Using LTPP Data." ISRN Civil Engineering 2013 (March 12, 2013): 1–7. http://dx.doi.org/10.1155/2013/972020.
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This research study focuses on the actual performance of the flexible pavements and its relationship with the in-situ mechanistic and volumetric properties. The data required for the study were obtained using the Long Term Pavement Performance database. Approximately, 116 flexible pavement sections throughout United States were analyzed and discussed. The results indicated that the temperature has a significant affect on the backcalculated modulus of the hot mix asphalt layer. However, no strong relationship was observed between the hot mix asphalt backcalculated modulus and in situ air voids. It was found that fatigue life was a function of tensile strain at the bottom of hot mix asphalt layer, peak surface deflection, hot mix asphalt air voids and maximum specific gravity, and ambient air temperature. Similar relationships between the rut life, mechanistic and volumetric properties were established for wet-freeze and wet-no-freeze climatic zones. The sensitivity analysis revealed that the rut performance in wet-no-freeze sections is mainly affected by higher base and roadbed compressive stresses and strains. On the other hand, the performances in wet-freeze sections are highly depended on roadbed compressive strain and modulus ratio of subbase to roadbed.
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Bosscher, Peter J., Hussain U. Bahia, Suwitho Thomas, and Jeffrey S. Russell. "Relationship Between Pavement Temperature and Weather Data: Wisconsin Field Study to Verify Superpave Algorithm." Transportation Research Record: Journal of the Transportation Research Board 1609, no. 1 (January 1998): 1–11. http://dx.doi.org/10.3141/1609-01.
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Six test sections were constructed on US-53 in Trempealeau County by using different performance-graded asphalt binders to validate the Superpave pavement temperature algorithm and the binder specification limits. Field instrumentation was installed in two of the test sections to monitor the thermal behavior of the pavement as affected by weather. The instrumentation was used specifically to monitor the temperature of the test sections as a function of time and depth from the pavement surface. A meteorological station was assembled at the test site to monitor weather conditions, including air temperature. Details of the instrumentation systems used and analysis of the data collected during the first 22 months of the project are presented. The analysis was focused on development of a statistical model for estimation of low and high pavement temperatures from meteorological data. The model was compared to the Superpave recommended model and to the more recent model recommended by the Long-Term Pavement Performance (LTPP) program. The temperature data analysis indicates a strong agreement between the new model and the LTPP model for the estimation of low pavement design temperature. However, the analysis indicates that the LTPP and Superpave models underestimate the high pavement design temperature at air temperatures higher than 30°C. The temperature data analyses also indicate that there are significant differences between the standard deviation of air temperatures and the standard deviation of the pavement temperatures. These differences raise some questions about the accuracy of the reliability estimates used in the current Superpave recommendations.
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Vepa, T. S., K. P. George, and A. Raja Shekharan. "Prediction of Pavement Remaining Life." Transportation Research Record: Journal of the Transportation Research Board 1524, no. 1 (January 1996): 137–44. http://dx.doi.org/10.1177/0361198196152400116.
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The evaluation of remaining life is necessary to make optimal use of the structural capacity of in-service pavements. It simply represents the useful life left in the pavement until a failure condition is reached. Knowledge of remaining life facilitates decision making in regard to strategies for reconstruction-rehabilitation of roads, thereby leading to the efficient use of existing resources. Several methods proposed or used by various agencies to estimate the remaining lives of pavements are reviewed. They are classified under two categories: functional and structural. Making use of the Mississippi Department of Transportation pavement management system data base, survivor curves are developed for seven classes of flexible pavements with from thin to thick structures. By using these survivor curves a novel method for estimating remaining life is proposed. The reasonableness of the selected methods is examined by putting them to use in calculating the remaining lives of each of eight rigid and flexible pavement sections, all of them from the Mississippi global positioning system sections of the Strategic Highway Research Program–Long-Term Pavement Performance project (LTPP). With the structural details, falling weight deflectometer deflection data, and the distress information compiled from the LTTP information management system data base, the authors use two and four methods for rigid and flexible pavements, respectively, to determine the remaining lives. The remaining lives calculated by two methods for rigid pavements are comparable. Three of four methods for flexible pavements also generated comparable remaining lives. The authors were encouraged by the results and recommend that the survivor curve approach be explored further for network-level remaining life calculations. The reliabilities of various techniques currently available for the remaining life calculation are discussed.
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Watson, D. K., and RKND Rajapakse. "Seasonal variation in material properties of a flexible pavement." Canadian Journal of Civil Engineering 27, no. 1 (February 15, 2000): 44–54. http://dx.doi.org/10.1139/l99-049.
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Seasonal variation of temperature and moisture causes considerable changes in the load-carrying capacity of pavements in geographical areas subjected to extreme freeze/thaw conditions. The Seasonal Monitoring Program (SMP) of the Long Term Pavement Performance (LTPP) study of the Federal Highway Administration (FHWA) monitors seasonal variations in Falling Weight Deflectometer (FWD) deflections, air temperature, rainfall, soil temperature, moisture content, and soil electrical resistance at numerous sites across North America. This study relates changes in pavement load carrying capacity represented by the pavement layer resilient moduli to selected environmental factors for a test pavement site in southwestern Manitoba. The significant environmental parameters causing seasonal variation in pavement layer resilient moduli are identified as the surface temperature for the asphalt layer and the thawing index for base and subgrade layers. The resilient moduli of various pavement layers show a substantial decrease in magnitude with increasing values of respective environmental parameter. The present model can be used for preliminary verification of empirical pavement design and rehabilitation practices currently in use to account for seasonal variations. Key words: asphalt, backcalculation, falling weight deflectometer, freezing, pavements, moisture, resilient moduli, seasonal variation, thawing, temperature.
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Li, Qiang Joshua, You Zhan, Guangwei Yang, Kelvin C. P. Wang, and Chaohui Wang. "Panel data analysis of surface skid resistance for various pavement preventive maintenance treatments using long term pavement performance (LTPP) data." Canadian Journal of Civil Engineering 44, no. 5 (May 2017): 358–66. http://dx.doi.org/10.1139/cjce-2016-0540.
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Various preventive maintenance (PM) treatments have been employed to restore pavement skid resistance for enhanced safety. This paper investigates the effectiveness of PM treatments using panel data analysis (PDA). Panel data analysis investigates the differences of cross-sectional information among treatments, but also the time-series changes within each treatment over time. Panel data with multiple years of friction data for four treatments (thin overlay, slurry seal, crack seal, and chip seal) at various climate, traffic, and pavement conditions are obtained from 255 long term pavement performance (LTPP) testing sections. Both fixed- and random-effects models are developed to evaluate pavement skid resistance performance and to identify the most influencing factors. Results from the PDA models are compared to those from traditional ordinary regression models. Slurry seal is demonstrated to be the most effective treatment. Five factors (precipitation, freezing index, humidity, traffic, and pavement age) are identified to be significant for pavement friction. Fixed-effects panel model is selected for the development of friction prediction models. This study not only demonstrates the capability of PDA for analyzing friction data with cross-sectional and time-series characteristics, but also can assist engineers in selecting the most effective PM treatments for the desired level of skid resistance to reduce traffic crashes.
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Chen, Yu, and Robert L. Lytton. "Development of a New Faulting Model in Jointed Concrete Pavement using LTPP Data." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 5 (April 9, 2019): 407–17. http://dx.doi.org/10.1177/0361198119838988.
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Faulting is a major and commonplace distress in jointed concrete pavement (JCP) that can directly cause pavement roughness and adversely influence the ride quality of a vehicle. Faulting also plays an essential role in concrete pavement design. Notwithstanding the importance of faulting, the accuracy and reasonability of the faulting prediction models that have been developed to date remain controversial. Furthermore, the process of faulting over time is still not fully understood. This paper proposes a novel mechanistic-empirical model to estimate faulting depth at joints in the wheel path in JCP. Two stages within the process of faulting were revealed by the model and are introduced in this study. To distinguish the two stages of faulting, an inflection point, as a critical faulting depth, was directly determined by this model and suggested to be an indicator of the initiation of erosion for concrete pavement design. The proposed model was proven accurate and reliable by using long-term pavement performance data. The parameters in the model were statistically calibrated with performance-related factors by Akaike’s Information Criterion for variable selection and performing stepwise regression.
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Mousa, Momen R., Mostafa A. Elseifa, and Mohammed Z. Bashar. "Use of LTPP Data to Quantify Moisture Damage under Crack Sealing and Surface Treatments in Asphalt Pavements." MATEC Web of Conferences 271 (2019): 08005. http://dx.doi.org/10.1051/matecconf/201927108005.
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Crack sealing and seal coats are used to prevent the ingress of water into the pavement, thus delaying its deterioration. Yet, earlier studies indicated that sealing pavements in areas with high ground water table (GWT) prevented moisture from escaping upwards through the cracks of asphalt pavements, therefore, accelerating stripping. The objectives of this study were to determine whether these treatments contribute to stripping in Asphalt Concrete (AC) and/or moisture accumulation in the base and to evaluate the effect of GWT, rain, and traffic on subsurface failures under these treatments. In this study, nine test sections included in the Long-Term Pavement Performance (LTPP) program and several field chip seal projects in Louisiana were analyzed. Results indicated that these treatments do not contribute to stripping. However, the cause of common stripping under these treatments in the Southern United States is moisture entrapment under the AC layer under shallow GWT conditions, which is also the key contributor to stripping under unsealed sections.
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Moody, Eric D. "Analysis of LTPP Profile Data for Jointed Concrete Pavement Sections." Transportation Research Record: Journal of the Transportation Research Board 1570, no. 1 (January 1997): 70–77. http://dx.doi.org/10.3141/1570-09.
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Incremental changes to a pavement-surface profile have long been considered a primary measure of pavement performance. As a result, the Long-Term Pavement Performance (LTPP) program of the Strategic Highway Research Program has allocated considerable resources for collecting accurate profile data on all general pavement studies (GPS) sites annually. As of June 1995, the profiles of the rigid pavement sites had been measured an average of four times, with many sites having been measured seven times. The data are collected and processed in the field, generating several statistical measures of pavement profile for each wheelpath, including the international roughness index (IRI), present serviceability index (PSI), slope variance, and root-mean-square vertical acceleration (RMSVA) at selected wavelengths. The focus of this analysis is on the primary profile statistic, the IRI. The profile data were downloaded from the National Inventory Management System (NIMS) and extensively analyzed using selected statistical techniques. The objective of this effort was to conduct a thorough analysis of the response variable, the IRI. The analysis included univariate, bivariate, and multivariate analytical techniques to determine which prediction variables are useful for predicting the IRI. Although many of the primary independent variables had significant correlations with the IRI, others did not. Various measures of traffic had particularly poor correlations with the IRI. Several regression models are also presented along with advantages and limitations of the prediction and response variables. The results of a detailed analysis of the within-year and year-to-year variability in IRI measurements are also included. The coefficient of variation in year-to-year measurements averaged 4.2 percent for the jointed plain concrete pavement (JPCP) sections (GPS-3) and 3.8 percent for the jointed reinforced concrete pavement (JRCP) sections (GPS-4). This degree of variability in year-to-year profile measurements tended to overshadow any absolute increase in IRI that may have been occurring in these sections. An analysis was then performed on every section to determine exactly which sections had statistically significant increases in IRI over time. Approximately 44 percent of the jointed concrete pavement sections exhibited statistically significant increases in IRI over time.
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Jiang, Y. “Jane”, Olga Selezneva, Goran Mladenovic, Susanne Aref, and Michael Darter. "Estimation of Pavement Layer Thickness Variability for Reliability-Based Design." Transportation Research Record: Journal of the Transportation Research Board 1849, no. 1 (January 2003): 156–65. http://dx.doi.org/10.3141/1849-17.
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Estimating the variability of key pavement design inputs is essential to reliability-based pavement design. The thickness of most pavement layers has a great impact on the outcome of practically all analyses of pavement performance. The within-section layer thickness variability is investigated here, as is the extent of the mean layer thickness deviation from its design thickness. Pavement layer thickness data (elevation and core measurements) from a large number of newly constructed flexible and rigid pavement sections in the Long-Term Pavement Performance (LTPP) program were examined. To determine the distribution type of the thickness data, a combined statistical test for skewness and kurtosis showed that ( a) thickness variations within a layer indicate a normal distribution for 86% of 1,034 layers and ( b) the mean thickness deviations from the design values may be assumed to be normally distributed for a layer having a given type and design thickness. The estimated thickness-within-layer variability values and the estimated typical thickness deviations derived from LTPP data may serve as benchmarks for use in pavement design reliability, construction quality assurance specifications, and other research studies. In addition, statistical comparisons of layer thickness variability indicators were made between the elevation and core layer thickness data to determine whether there are systematic differences between these two measuring methods. These results will be very useful to both researchers and practitioners who develop or use reliability-based pavement design procedures.
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Lake, Angela I., Thomas J. Van Dam, and Kathryn A. Zimmerman. "Capabilities of Multimedia Pavement Distress Identification Training." Transportation Research Record: Journal of the Transportation Research Board 1592, no. 1 (January 1997): 169–79. http://dx.doi.org/10.3141/1592-19.
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In recent years the interactive training capabilities available through multimedia technology have dramatically influenced the way in which technical material is taught. These interactive training programs feature training approaches combining graphics, audio, and video in an electronic environment that allows the user to create an individualized training process customized to each person’s level of understanding and expertise. Procedural changes in collecting pavement distress information and in the pavement condition rating process itself have created an opportunity for the Illinois Department of Transportation (IDOT) to develop a training package for its pavement distress identification program. This package demonstrates the capabilities of multimedia-based training within the pavement distress identification arena. The compact disc-based tutorial has been created for IDOT using Folio VIEWS multimedia production software and various other application software. The information contained in the program is from the Condition Rating Survey (CRS) distress manual and the Long-Term Pavement Performance program (LTPP) distress identification manual. Both distress identification procedures (CRS and LTPP) are presented in full detail, using text and graphics, to accommodate a greater number of users. The development of the training tutorial is documented, and some of the capabilities of interactive training tools are demonstrated.
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Ziedan, Abubakr, Mbakisya Onyango, Weidong Wu, Sampson Udeh, Joseph Owino, and Ignatius Fomunung. "Comparative Analysis between Modern-Era Retrospective Analysis for Research and Applications and Updated Mechanistic-Empirical Pavement Design Guide Climate Database in the State of Tennessee." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 6 (May 16, 2019): 279–87. http://dx.doi.org/10.1177/0361198119844242.
Full textAbstract:
The Mechanistic-Empirical Pavement Design Guide addresses climate effects on pavement design in a comprehensive way, which allows for investigating the effect of climate on pavement performance. However, it requires detailed climate inputs, which might not be readily available for most of the state departments of transportation. The AASHTOWare Pavement Mechanistic-Empirical Design (PMED) version 2.3 (v2.3) climate database encompasses 12 weather stations in the state of Tennessee, which does not satisfactorily represent all climatic regions in the state. The terrain in Tennessee varies from flat in the west to mountainous in the east. To evaluate the effectiveness of the updated AASHTOWare PMED v2.3 climate data input, this study analyses the performance of selected pavements in the state of Tennessee using the Modern-Era Retrospective Analysis for Research and Applications (MERRA) and the AASHTOWare PMED v2.3 databases as sources of PMED climate data inputs. A comparative analysis of the two climate data sources is conducted using eight long-term pavement performance (LTPP) sites in the state of Tennessee. The study revealed that MERRA as a climate data source for the state of Tennessee offers better geographic coverage, and therefore provides more precise distress predictions than the AASHTOWare PMED v2.3 climate database.
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Olaiz, Austin, Mohammad Mosawi, and Claudia Zapata. "An improved framework for volume change of shrink/swell soils subjected to time-varying climatic effects." Soils and Rocks 44, no. 3 (August 27, 2021): 1–14. http://dx.doi.org/10.28927/sr.2021.065621.
Full textAbstract:
The ability to estimate soil volume change as a function of time is a valuable tool in the design or forensic analysis of shallow foundations and pavement structures. This paper presents an improved framework for estimating the volume change of shrink/swell soils due to time-varying climatic effects using the Lytton et al. (2005) approach with the suction envelope models created by Vann & Houston (2021) and updated considerations of short-term varying climate. The procedure can be easily implemented in any country due to its mechanistic-empirical nature. The authors present an example calculation of the proposed framework using the data from an American Association of State Highway and Transportation Officials (AASHTO) Long-Term Pavement Performance (LTPP) Seasonal Monitoring Program (SMP) section, located approximately 80 miles northeast of Dallas, Texas. The volume change estimated from the proposed framework was compared to 70 measured data points from sections from the SMP study and the results look promising. The models are universal and can be used in any part of the world provided measured data is available to calibrate for local conditions. Ongoing calibration effort with the remaining LTPP SMP sections will allow obtaining calibration factors for the proposed framework that will improve the estimation of the volume change predictions under pavements and facilitate the implementation into current design procedures.
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Haider, Syed Waqar, Muhammad Munum Masud, and Karim Chatti. "Influence of moisture infiltration on flexible pavement cracking and optimum timing for surface seals." Canadian Journal of Civil Engineering 47, no. 5 (May 2020): 487–97. http://dx.doi.org/10.1139/cjce-2019-0008.
Full textAbstract:
Moisture increase in pavement subsurface layers has a significant influence on granular material properties that affect the expected pavement performance. In situ moisture variations over time in an unbound base layer depend on water infiltration after precipitation and pavement surface conditions. Consequently, base resilient modulus (MR) is reduced, which leads to premature failure and reduced service life. This paper presents long-term pavement performance (LTPP) data analyses for quantifying the effect of moisture infiltration through surface cracking on flexible pavement performance. Subsurface moisture data obtained through the seasonal monitoring program (SMP) time domain reflectometry (TDR) are an excellent source for quantifying the moisture-related damage in flexible pavement located in different climates. An artificial neural network (ANN) model was developed based on the SMP data for flexible pavement sections. The results show that higher levels of cracking will lead to an increase in moisture levels within the base layer, which leads to a significant decrease in the base MR. For flexible pavement, the maximum reduction in base MR ranged from 18% to 41% and from 153% to 175% for the pavement sections located in dry and wet regions, respectively. Consequently, the performance of pavement sections located in wet climates is adversely affected. The findings imply that an adequate and timely preservation treatment for cracking sealing (e.g., surface seals) can enhance the pavement’s service life, especially in wet climates. The results suggest that cracks should be sealed when the extent of fatigue cracking is within 6% and 11% for the flexible pavement sections located in wet and dry climates, respectively.
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Daleiden, Jerome F., and Amy L. Simpson. "“Off-the-Wall” Pavement Distress Variability Study." Transportation Research Record: Journal of the Transportation Research Board 1643, no. 1 (January 1998): 62–70. http://dx.doi.org/10.3141/1643-09.
Full textAbstract:
Variability of pavement surface distress data collection has always been an area of significant concern. When conducting evaluations of distress data manually (with raters observing pavements in question, interpreting what they see, and recording on paper) the process is subject to human errors. To minimize the impact of such human errors on these important pavement performance data, sophisticated equipment has been developed to eliminate as much of the human intervention as possible. Such technology is not without its own limitations of precision and bias. With both methodologies being used for the collection of surface distress data for the long-term pavement performance (LTPP) program, questions regarding precision and bias have been identified. In attempting to define the variability of the data for incorporation in stochastic analyses, it has become apparent how diverse and complex these distress data truly are. To adequately quantify the precision and bias, a detailed experiment was designed to evaluate the errors inherent in the different distress data collection methodologies. The facet of the experiment reported targets the variability of human distress surveyors and the biases associated with conducting surveys from film, using a slightly different projection system. Specifically, a collection of surveyors was assembled to establish the variability associated with experienced raters versus novice raters, engineers versus engineering technicians, and teams versus individuals.
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Hong, Feng, and Dar-Hao Chen. "Effects of surface preparation, thickness, and material on asphalt pavement overlay transverse crack propagation." Canadian Journal of Civil Engineering 36, no. 9 (September 2009): 1411–20. http://dx.doi.org/10.1139/l09-080.
Full textAbstract:
Asphalt overlay has been widely used in pavement rehabilitation. The most frequently observed distress in an asphalt overlay is transverse cracking. In this study, the Texas long-term pavement performance (LTPP) specific pavement study 5 (SPS-5) test sections are highlighted. Three key factors affecting overlay cracking performance are investigated: (i) surface preparation, (ii) overlay thickness, and (iii) material. A deterioration model is developed to evaluate the effects of these factors. The deterioration process is well captured by incorporating both engineering principles and statistical modeling techniques, and the effects of the three key factors are thoroughly evaluated. The results suggest that (i) milling of existing pavement does not help reduce overlay transverse cracking if existing cracking is not completely removed, (ii) thicker overlay contributes to transverse crack resistance, (iii) Texas type C asphalt mixture is more effective in resisting transverse cracks than type B asphalt mixture (with coarser aggregate and less binder than type C), and (iv) overlays that incorporate reclaimed asphalt pavement (RAP) are more prone to transverse cracking than virgin asphalt. Furthermore, these effects are quantified based on the model estimation results.
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Abd El-Hakim, Ragaa, and Sherif El-Badawy. "International Roughness Index Prediction for Rigid Pavements: An Artificial Neural Network Application." Advanced Materials Research 723 (August 2013): 854–60. http://dx.doi.org/10.4028/www.scientific.net/amr.723.854.
Full textAbstract:
nternational Roughness Index (IRI) is an important parameter that indicates the ride quality and pavement condition. In this study, an Artificial Neural Network (ANN) model was developed to predict the IRI for Jointed Plain Concrete Pavement (JPCP) sections. The inputs for this model are: initial IRI value, pavement age, transverse cracking, percent joints spalled, flexible and rigid patching areas, total joint faulting, freezing index, and percent subgrade passing No. 200 U.S. sieve. This data was obtained from the Long Term Pavement Performance (LTPP) Program. It is the same data and inputs used for the development of the Mechanistic-Empirical pavement Design Guide (MEPDG) IRI model for JPCP. The data includes a total of 184 IRI measurements. The results of this study shows that using the same input variables, the ANN model yielded a higher prediction accuracy (coeficint of determination: R2= 0.828, and ratio of standard error of estimate (predicted) to standard deviation of the measured IRI values: Se/Sy=0.414) compared to the MEPDG model (R2= 0.584, Se/Sy=0.643). In addition, the bias in the predicted IRI values using the ANN model was significantly lower compared to the MEPDG regression model.