Download Free Long Term Performance Evaluation Of Asphalt Surface Treatments Book in PDF and EPUB Free Download. You can read online Long Term Performance Evaluation Of Asphalt Surface Treatments and write the review.

The implementation of a pavement preservation program involves a learning curve with not only a determination to succeed, but also the courage to fail. Also, successful implementation of pavement preservation program requires knowledge of the performance of preservation surface treatments over time, which is critical to the select of candidate projects and the development of performance models for pavement management analysis. In addition, preservation surface treatments, such as chip seal, fog seal, microsurfacing, 4.75 mm thin or ultra-thin overlay, can not only repair certain pavement surface defects, but also change the surface characteristics of pavement and therefore affect pavement surface friction performance. Nevertheless, such information is currently not available but is essential for the Indiana Department of Transportation (INDOT) to evaluate the effectiveness of pavement preservation surface treatments. As a concentrated effort, this study focused on the long-term friction performance of preservation surface treatments, particularly those have been widely used and those have seen increasing use by INDOT. Based on the selected field pavement test sections, this study aimed to evaluate the surface characteristics, particularly the long-term friction performance for those surface treatments that have been widely used and have seen increasing use by INDOT, including chip seal, fog-chip, fog seal, rejuvenating seal, microsurfacing, ultrathin bonded wearing course (UBWC), 4.75-mm hot mix asphalt (HMA) thin overlay, and profile milling (or diamond grinding). The test sections for each type of surface treatment covered a wide range of traffic volume from light to high. The service life for the selected test sections varied from 6 months to 60 months. Friction testing was mainly conducted using ASTM E 274 locked wheel trailer. Surface texture testing was conducted using either the ASTM E 2157 circular track meter (CTM) or a laser scanner. Pavement roughness and noise tests were also conducted to address the smoothness and noise issues, particularly on microsurfacing. Detailed analysis was provided to evaluate the friction performance of 4.75-mm HMA overlays. It is believed that the test results and findings drawn from this study not only provides timely information for INDOT to improve its pavement preservation program, but also provides the original information for the potential readers to better utilize preservation surface treatments.
Sponsored by the Highway Division of ASCE; Long-Term Performance Program of the Federal Highway Administration. This collection contains papers from the International Contest on LTPP [Long-Term Performance Program] Data Analysis 1998-1999. This competition involved university students in the analysis of data in the LTPP database. Topics include: effect of locked-in curvature on portland cement concrete pavement; evaluation of a pavement performance prediction model using LTPP data; prediction of pavement performance?a neural network approach; and effectiveness of preventative maintenance strategies for asphalt concrete pavements based on LTPP distress data.
This research also develops a correlation that converts skid resistance laboratory results to field results. The ability of the MMLS3 test to simulate the texture of ASTs in the field is confirmed by finding the same trends in skid resistance characteristics of the two aggregate types for both laboratory and field results.
Cold in-place recycling (CIR) is one of the commonly used rehabilitation technique for asphalt pavements in Nevada. Nevada Department of Transportation (NDOT) has long been using CMS-2S emulsion for CIR projects and recently has introduced Reflex emulsion and PASS emulsion for CIR. A difference in the performance of the CIR with changing emulsion technology has been observed which warranted the need for this study to assess the long-term performance of CIR pavements throughout Nevada. The long term performance of 67 CIR projects was evaluated in this study. The evaluated CIR projects were divided based on the rehabilitation type and then sub-divided based on the emulsion technology. Performances of the various projects were analyzed by individual distresses such as longitudinal cracking, fatigue cracking, transverse cracking, block cracking, roughness and rutting using NDOT's pavement management system data. In addition, overall condition of the pavement was evaluated using PCI values. A statistical approach called principal component analysis also used to evaluate the effectiveness of CIR in Nevada. The study revealed that CIR followed by a HMA overlay and a surface treatment performed much better on high volume roads than CIR with surface treatment on low volume roads. Transverse and longitudinal cracking were the two major types of distresses in CIR pavements. About 50% of the pavements constructed with HMA overlay and surface treatment and 95% of the pavements constructed with only surface treatment experienced transverse cracking during their service life. About 30% of the pavements constructed with HMA overlay and surface treatment and 70% of the pavements constructed with only surface treatment experienced longitudinal cracking. The CIR technology with HMA overlay and surface treatment significantly improved the rutting resistance and roughness of the pavement. The climatic condition, CIR layer thickness, and surface treatment types were not found to affect the performance of CIR roads. The CMS-2S projects without HMA overlay and 1.5 to 2.5 inches HMA overlay were predicted to reach a PCI value of 60 for rehabilitation 15 years after construction. The CMS-2S projects constructed with 3 to 4 inches of HMA overlay performed excellent up to 9 years and expected to last more than 20 years before rehabilitation. The CIR with CMS-2S and PASS emulsions constructed with surface treatment were predicted to reach a PCI level of 60 after 15 and 19 years, respectively. However, Reflex emulsion was predicted to be due for rehabilitation only after 6 years from construction.
This study aimed to evaluate the long term performance of the selected surface friction treatments, including high friction surface treatment (HFST) using calcined bauxite and steel slag, and conventional friction surfacing, in particular pavement preservation treatments such as chip seal, microsurfacing, ultrathin bonded wearing course (UBWC), and diamond grinding. This study also attempted to determine the correlation between vehicle crash and pavement surface friction, which makes it possible to quantitatively establish the so-called crash modification factors (CMFs) that are extremely useful in selecting a cost-effective solution to reduce wet pavement vehicle crashes.In-depth reviews were conducted to identify the aspects of the properties for aggregates used in HFST, including aggregate abrasion value (AAV), Los Angeles abrasion (LAA), Micro-Deval abrasion, and polished stone value (PSV). Extensive laboratory testing was conducted to examine the LAA, Micro-Deval abrasion, and PSV, and to provide first-hand data on the calcined bauxite and steel slag that may be used for HFST and friction surfacing in Indiana. Laboratory accelerating polishing was carried out to evaluate the effect of aggregate gradation and identify the HFST systems with satisfactory friction performance with respect to surface macro-texture and friction. Test strips were installed in the pavement on a real-world road to further evaluate the friction performances of the promising HFST systems under the true traffic polishing and assess the potential effect of winter and snow plow. Pull-off testing was also conducted to examine the bonding between the proposed HFST systems and the substrate surface. Field friction test data was utilized to evaluate the long-term friction performances of pavement preservation treatments, including chip seal, microsurfacing, UBWC, and diamond grinding. Statewide vehicle crash data between 2010 and 2014 was examined to determine the crash statistics associated with pavement friction. The crash data was also matched to the annual pavement inventory friction data to quantify the probabilistic association between vehicle crash and pavement friction with respect to interstate, US, and state highways, respectively.