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Topic 1
Title: Development of an Instrumentation
Plan For The Ohio SPS Test Pavement
State Job Number: 14573
Final Report,
October 1994
(8,802 KB)
Executive Summary,
(64 KB)
The AASHTO Road Test, conducted in the late 950s and early
1960s, is the basis for the current design procedures for
highway pavements. New experimental techniques have emerged
since this highway design test. Electronic sensors, material
testing methods, and automated data acquisition systems have
recently been developed which provide researchers with
additional capabilities to monitor pavement under live and
nondestructive dynamic loading. Furthermore, previous test
results do not reflect regional experience and are not based on
mechanistic design. A national impetus within the transportation
industry is to improve the performance of flexible and rigid
pavements. Attention has been focused on mechanistic design. The
Strategic Highway Research Program (SHRP) initiated a series of
Specific Pavement Studies (SPS) to evaluate several key
performance parameters of highway pavements.
Topic 2
Title: Three-Dimensional Modeling of
Rigid Pavement
State Job Number: 14537
Final Report,
September 1995
(2,120 KB)
Executive Summary,
(63 KB)
A finite-element program was developed for
an investigation of the response of rigid pavement to changing
environmental conditions and to static loading. The
finite-element program has several uncommon features which make
it more useful and more flexible than commercially available
software for analyzing pavement. Concrete and soil elements are
ordinary twenty-node, quadratic, isoparametric hexahedra, but
the program uses special thin interface elements to model the
behavior of the top layer of soil under the slab. Concrete
joints also are represented by interface elements. The
interfaces behave as ordinary elements in compression, but in
tension they lose stiffness to allow joints to open and slabs to
separate from soil.
Topic 3
Title: Verification of the ODOT Overlay Design Procedure
State Job Number: 14522
Final Report,
September 1995
(3,022 KB)
Executive Summary,
(78 KB)
The current ODOT overlay design procedures
sometimes indicates additional pavement thickness is needed
right after an overlay construction. Evaluation of the current
procedure reveals the using spreadability to back calculate
existing pavement modulus for flexible, rigid and composite
pavements could lead to substantial errors. Spreadability value
may decrease instead of increase after asphalt overlay
construction. Therefore, the calculated effective thickness of
the pavement is not accurate, especially for composite
pavements. A modified procedure for designing AC overlay on
rigid or composite pavements has been developed, where effective
modulus of pavement and modulus of subgrade reaction are back
calculated from Dynaflect deflection measurements based on slab
on grade theory. The old composite pavement is then compared
with a new composite pavement with identical pavement
thicknesses to determine the proportional relationship between
old and new pavements. The effective PCC thickness of the
existing pavement is determined based on equal-rigidity concept
and an empirical ratio between AC and PCC thicknesses. The
required overlay thickness is then calculated for each
deflection data point based on AASHTO design options. The design
AC overlay thickness is calculated based on the mean and
standard deviation of required AC thickness at each point and
the specified reliability level. A separate procedure for
designing AC overlay of flexible pavements is also included. The
verification study shows that the results of these new
procedures are better than or as good as that of the existing
ODOT procedure.
Topic 4
Title: A demonstration Project on
Instrumentation of a Flexible Pavement
State Job Number: 14516
Final Report,
April 1997
(3,088 KB)
Executive Summary,
(50 KB)
Asphalt concrete is used throughout the
United States in the construction of roads and major highways.
Repair of these pavements cost taxpayers millions of dollars
each year. Reduction of repair costs should be achieved with
better understanding of pavement performance. Therefore, it is
necessary to study structural pavement performance based upon
the factors that may influence degradation. Two major factors
that influence pavement deterioration are loading conditions and
environmental factors. Procedures for design and analysis of
flexible pavements are based on accepted empirical methods
developed in the field from past experience. Currently, efforts
have been directed toward development of new design and analysis
procedures employing mechanistic theories.
Topic 5
Title: Instrumentation of a Rigid
Pavement System
State Job Number: 14515
Final Report,
April 1997
(4,456 KB)
Executive Summary,
(57 KB)
The strength and
durability of rigid pavement make it a very appealing option for
highway engineers. However, much is still not understood about
the behavior of a rigid slab in the field. The temperature
differential that forms in the slab due to solar heating can
produce high stresses and large deflections that usually are not
accounted for in design. Neglecting these environmental effects
in design can lead to accelerated deterioration of the
structure, resulting in early replacement and/or more frequent
maintenance. This project provided a substantial amount of data
on the behavior of rigid pavement under
actual field
conditions. Over two hundred instruments were placed in nine
slabs by Center for Geotechnical and Environmental Research (CGER)
personnel. Data on the stresses and displacements caused by
thermal factors were collected in every season for various
lengths of slabs. Numerous dynamic tests were conducted at the
site as well. All data was processed and placed in tabular
format.
As
a final check for
accuracy, some of the data was compared with results given by
Finite Element Modeling (FEM) software.
Topic 6
Title: Field Instrumentation of Dowels
State Job Number: 14580
Final Report, May 1997
(2,321 KB)
Executive Summary,
(44 KB)
Jointed
concrete pavement makes up a significant portion of today's
highways and roads. Transverse roadway joints are placed at
regular intervals along the concrete pavement to allow for
deformations and movement caused by temperature, moisture, and
vehicle loading. Transverse joints create discontinuities in the
pavement which turns the concrete into a series of slabs laid
end-to-end. Therefore, an effective load transfer mechanism
needs to be in place between these slabs.
Topic 7
Title: Pavement Condition Rating System
Review of PCR Methodology
State Job Number: 14638
Final Report,
March 1998
(7,133 KB)
Executive Summary,
(78 KB)
Manual,
(17,135 KB)
This study was conducted to review the
Pavement Condition Rating (PCR) methodology currently used by
the Ohio DOT. The results of the literature search in this
connection indicated that many Highway agencies use a similar
methodology to rate their pavements. However, due to the linear
nature of the current PCR model, it is deficient in certain
respects.
Topic 8
Title: Seasonal Instrumentation of SHRP
Pavements
State Job Number: 14586
Final Report,
September 1998
(1,544 KB)
Executive Summary,
(56 KB)
The AASHTO Road Tests conducted in the late
1950’s and early 1960’s are still used in the design of highway
pavements’. To better understand the mechanistic behavior of
roadway pavements and so to improve performance, the Strategic
Highway Research Program (SHRP) initiated a series of Specific
Pavement Studies (SPS) designed to use modem instrumentation to
assess pavement performance over extended periods of time. As
part of a national effort to acquire a large database of SPS
information, the Ohio Department of Transportation (ODOT)
constructed a series of test pavements on U.S. 23 in Delaware,
Ohio. This program included 34 instrumented test sections in
four different pavement configurations instrumented with
environmental and dynamic devices to monitor seasonal and
real-time effects of traffic and weather. Due to the scale of
the study, ODOT distributed instrumentation installation and
monitoring responsibilities among six Ohio universities (Ohio
University, Ohio State University, Case Western Reserve
University, University of Toledo, University of Cincinnati and
Akron University).
Topic 9
Title: Coordination of Load Response
Instrumentation of SHRP Pavements
State Job Number: 14582
Final Report, May
1999
(9,006 KB)
Executive Summary,
(101 KB)
In 1987, Congress established the Strategic
Highway Research Program (SHRP), a five-year, $150 million
research effort to improve the performance of highway pavements
and bridges. Eight broad study areas were set up within the
program to meet the prescribed goals. One of these areas was
defined as Long Term Pavement Performance (LTPP), which was
aimed at extending the life of asphalt and Portland cement
concrete pavements. A series of experiments known as the
Specific Pavement Studies (SPS) was developed within LTPP to
assess the effect of various structural parameters on pavement
performance.
Topic 10
Title:
Continued Monitoring of Instrumented Pavement in Ohio
State Job Number: 14652
Final
Report(A),
October 1999
(4,425 KB)
Final Report (B), April 2000
(1,773 KB)
Final Report(C),
December 2002
(4,565 KB)
Forensic Study of Section 390101 of Ohio SHRP,
February 1998,
(35,713 KB)
Petrographic
Examination of Concrete Cores Taken
From the Ohio Strategic Highway Research
Program (SHRP), August 2003
(4,870 KB)
Executive Summary,
(630 KB)
Implementation Plan,
(81 KB)
Beginning in 1992, Ohio
University, under contracts with the Ohio Department of
Transportation (ODOT) and the Federal Highway Administration (FHWA),
undertook several research projects to measure the response of
various highway pavement structures over a range of
environmental and loading conditions. Much of these response
data were collected from transducers placed in the pavement
during construction. Information gathered from these projects
was to be used to refine and improve pavement design and
construction procedures in Ohio.
Topic 11
Title: Permeability & Stability of Base &
Sub-base Materials
State Job Number: 14512
Final Report,
August 2000
(7,589 KB)
Final Report
Appendices,
(10,675 KB)
Executive Summary,
(85 KB)
Implementation plan,
(95 KB)
Since the advent of the automobile early in the
twentieth century and the construction of modem roadways,
engineers have recognized that asphalt and concrete roadways
need adequate subsurface drainage (Oglesby and Hewes, 1963).
Among the reasons cited for pavement failures, the inadequate
drainage of pavement structures has been identified as a primary
cause of pavement distress. Many of the modem roadway problems
are associated with inadequate subsurface drainage. For a
pavement, even a jointless asphalt pavement, surface water can
penetrate and accumulate in the base and subbase. A high
groundwater table and capillary rise of groundwater are other
sources of subgrade moisture. The inadequate drainage of the
accumulated water under the pavement causes mud pumping, adverse
stress redistribution in the subgrade and lowers the shear
strength of subgrade soils. Freezing action of a saturated base
is also detrimental.
Topic 12
Title: Load Response Instrumentation of
SHRP Pavements
State Job Number: 14583
Final Report,
May 2001
(3,295 KB)
Executive Summary,
(57 KB)
Implementation Plan,
(97 KB)
In 1995 and
1996 the Ohio Department of Transportation (ODOT), in
cooperation with the Federal Highway Administration and the
Strategic Highway Research Program (SHRP), built a nearly 3.5
mile long Experimental Test Road in the median of the existing
U.S. 23 in Delaware County. The names and titles of the studies
are: SPS-1- - Strategic Study of Structural Factors for Flexible
Pavements; and SPS-2 - - Strategic Study of Structural Factors
for Rigid Pavements. The Test Road is a four-lane, divided and
limited access highway. Its southbound two lanes were built
using Asphalt Concrete, while the northbound two lanes were
built of Portland Cement Concrete (PCC). This report deals with
the horizontal movements in the contraction joints in the
northbound driving lanes of the PCC pavement.
Topic 13
Title: Performance of Dowel Bars and
rigid Pavement
State Job Number: 14667
Final Report,
June 2001
(1,810 KB)
Executive Summary,
(49 KB)
Implementation Plan,
(81 KB)
The economic burden associated with
repairing and maintaining existing highway pavements is rapidly
consuming an increasingly significant portion of the annual
transportation budget. One of the major areas of concern is the
repair of rigid pavements resulting from premature distress at
transverse contraction joints. The performance of Portland
cement concrete joints in transferring traffic loads to adjacent
slabs is influenced by several factors, including temperature
and moisture distributions within the slabs, physical properties
of the base and subgrade underlying the pavement, moisture
content of the subgrade, and the type, size and spacing of dowel
bars. Finite element methods have been used with some success in
analyzing concrete pavement systems containing joints and
cracks. The accuracy of these methods, however, depends upon how
realistically the properties of the concrete and subgrade, the
dowel concrete interaction, and traffic loading can be modeled.
These procedures must then be verified and calibrated with data
obtained on in-service pavements. To date, stresses induced in
dowel bars and concrete slabs from environmental cycling and
dynamic loading have not been determined in the field.
Topic 14
Title: Monitoring and Analysis of Data
Obtained from Moisture Temperature recording Stations
State Job Number: 14589
Final Report,
September 2001
(6,127 KB)
Executive Summary,
(65KB)
Implementation Plan,
(101 KB)
The seasonal variations in the resilient
modulus of asphalt concrete (AC) pavements and the corresponding
resilient modulus variations of the subgrade soil are major
factors in determining the performance of new AC pavements and
overlays. Unfortunately, current design procedures do not
directly consider these factors. It is expected however, that
with the implementation of mechanistic pavement design
procedures these variations will be included, leading to a more
realistic design.
Topic 15
Title: An Evaluation of the Cost
Effectiveness of D-Cracking Preventive Measures
State Job Number: 14683
Final Report,
September 2001
(3,012 KB)
Executive Summary,
(55 KB)
Implementation Plan,
(97 KB)
D-cracking has long been a
serious problem in the deterioration of concrete pavements in
severe weather climates. After much research, the
mechanics and variables involved in the destructive forces of
concrete D-cracking are becoming known. This study focuses
on these variables that include analysis of the cost
effectiveness in using certain preventive measures to reduce
premature deterioration of concrete pavement due to D-cracking.
Topic 16
Title: Extended Monitoring & Analysis of
Moisture Temperature Data
State Job Number: 14694
Final Report,
October 2001
(6,516 KB)
Executive Summary,
(148 KB)
Implementation Plan,
(101 KB)
The seasonal variations in the resilient
modulus of asphalt concrete (AC) pavements and the corresponding
resilient modulus variations of the subgrade soil are major
factors in determining the performance of new AC pavements and
overlays. Unfortunately, current design procedures do not
directly consider these factors. It is expected however, that
with the implementation of mechanistic pavement design
procedures these variations will be included, leading to a more
realistic design.
Moisture-temperature-rainfall data was collected for a period of
three years from monitoring stations previously installed during
the ODOT-funded project “Characterization of Ohio Subgrade
Types” and monitored for an additional period of 2 1/2 years
during the project “Monitoring and Analysis of Data Obtained
from Moisture-Temperature Recording Stations.” These stations
record hourly, daily and seasonal variations in air temperature,
rainfall, temperature within the asphalt concrete layer and
moisture content (or degree of saturation) and temperature
within the subgrade soil. Typically, temperature variations
within the subgrade soil are minimal on a daily basis. Only the
uppermost subgrade soil thermistor shows daily temperature
variations although within a narrower range, following those of
the bottom asphalt concrete thermistor.
Topic 17
Title:
Laboratory Characterization of Materials & Data Management for Ohio-SHRP Projects (U.S. 23)
State Job Number: 14695
Final Report,
January 2002
(20,015 KB)
Executive Summary,
(10 KB)
Orite
Installation, 
(20,720 KB)
Implementation Plan,
(79 KB)
Highway design engineers in the U.S. have been
relying on the 1986-1993 American
Association of State Highway and Transportation Officials (AASHTO)
Design Guide, which is
based on the many empirical elements obtained in the 40-year old
AASTHO Road Test. Today, traffic
volumes, traffic loads, and expectations for better pavement
performance have outgrown the accuracy of the empirical design
method. The performance
and life of highway pavements have received increased concern
across the U.S., since the
maintenance and reconstruction of pavement systems cost the
state and federal
governments billions of dollars each year. Due to the great
expense and effort often
associated with roadway maintenance, many states are now behind
schedule for highway
repair. The inability to characterize material properties and
their effect on pavement
performance is believed to be a contributing factor to the
pavement performance
problems that exist.
Topic 18
Title: Magnitude Assessment of Free & Hydrated Limes Present in RPCC Aggregates
State Job Number:
14676
Final Report,
February 2002
(251 KB)
Executive Summary,
(6 KB)
Implementation plan,
(90 KB)
The
tendency of tufa to block pavement drains in northeastern Ohio
can be associated with the total calcium content of the
aggregate material. In the present project, recycled Portland
Cement Concrete (RPCC) aggregates are examined when leached with
acidic water formed by carbon dioxide dissolved in water. The
RPCC aggregates were supplied by the Ohio Department of
Transportation (ODOT) from various sections of the interstate
highways in the state of Ohio.
Topic 19
Title:
Application of High
Performance Concrete in the Pavement System/ Structural Response of High
Performance Concrete Pavement
State Job Number: 14666 & 14696
Final Report,
March 2002
(3,551 KB)
Executive Summary,
(72 KB)
Implementation plan,
(81 KB)
Rigid
pavements make up a significant percentage of highway systems in
the United States and abroad. Concrete pavements provide an
economical and durable solution for highway systems, because the
pavements last longer and require less maintenance. Recently,
there has been great interest in the construction of a higher
quality concrete pavement, referred to as High Performance
Concrete Pavements (HPCP), which could be in service longer and
have lower maintenance and life cycle costs. General criteria
were established by federal and state highway agencies to help
in the design of these more durable and economical concrete
pavements. This higher quality concrete pavement should
incorporate recycled waste products, and utilize innovative
construction equipment and procedures. These pavements should
also have a shorter construction time and an ultra-smooth ride
quality surface. With these criteria in mind, investigations
have been launched to discover methods for improving the quality
of concrete pavements. One area of interest involves the use of
ground granulated blast furnace slag (GGBFS) as
cementitious
material in concrete pavement.
Topic 20
Title: Three Dimensional Modeling of
Flexible Pavements
State Job Number: 14654
Final Report, March
2002
(2,091 KB)
Executive Summary,
(36 KB)
Implementation
Plan,
(77 KB)
A linear
viscoelastic model has been incorporated into a
three-dimensional finite element program for analysis of
flexible pavements. Linear and quadratic versions of hexahedral
elements and quadrilateral axisymmetrix elements are provided.
Dynamic problems are solved by explicit, implicit,
or combined
explicit-implicit integration methods. Results from the program
are shown to compare favorably with data from the Ohio test
road.
Topic 21
Title: Ohio Route 50 Joint Sealant Experiment
State Job Number:
14668
Final Report,
April 2002
(7,384 KB)
Executive Summary,
(11 KB)
Implementation plan,
(80 KB)
This is the third and Final
Report for a research project that entailed the construction and
evaluation to date of a stretch of a four-lane highway near
Athens, Ohio. The main purpose of this project has been to
evaluate concrete pavement performance in connection with
various sealant types and joint configurations in the Wet-Freeze
climatic zone. A detailed description of previous work conducted
from Fall 1996 to March 2000 can be found in Hawkins (1999) and
in Sander (2002).
Topic 22
Title: Long Term Monitoring of Broken & Seated Pavements
State Job Number:
14670
Final Report,
May 2002
(9,685 KB)
Executive Summary,
(8 KB)
Implementation Plan,
(108 KB)
This
report presents details of a study conducted to evaluate the
long term performance of asphalt overlays on broken and seated
(B/S) concrete pavements, using field experiments. The primary
purpose of this study is to evaluate the effectiveness of
breaking and seating as a rehabilitation strategy for retarding
reflection cracking in asphalt concrete (AC) overlays on jointed
reinforced concrete pavements. Test sections were constructed by
milling the original AC layer, breaking and seating the concrete
slabs and constructing new AC overlays. Control sections were
constructed adjacent to the B/S sections in the same way, but
without breaking the underlying concrete slabs. The test
sections carried a large volume of traffic. The original
pavements selected in this study were fairly uniform with
respect to their structural and surface conditions.
Topic 23
Title: Implementation of a System for Controlling the Lateral Position of a Moving Vehicle - Phase II
State Job Number:
14598
Final Report,
July 2002
(6,969 KB)
Executive Summary,
(33 KB)
Implementation plan,
(75 KB)
The overall objective was to
design, implement, and test sensor-assisted driver control of an
ODOT dump truck. Requirements
included repeatably steering a loaded or unloaded truck over
embedded sensors to a lateral accuracy of +/- one inch,
time-sharing the truck with normal uses, and providing for safe
operation.
Topic 24
Title: Field Testing of the ODOT Sensor-Assisted Steering System
State Job Number:
14640
Final Report,
July 2002
(6,969 KB)
Executive Summary,
(33 KB)
Implementation plan,
(75 KB)
The overall objective was to
design, implement, and test sensor-assisted driver control of an
ODOT dump truck. Requirements
included repeatably steering a loaded or unloaded truck over
embedded sensors to a lateral accuracy of +/- one inch,
time-sharing the truck with normal uses, and providing for safe
operation.
Topic 25
Title: Hot Weather Load Test
State Job Number:
14711
Final Report,
October 2002
(2,121 KB)
Executive Summary,
(6 KB)
Field
Data,
(74,998 KB)
Laboratory
Data,
(77,420 KB)
Implementation
Plan,
(86 KB)
The
objectives of this project was to conduct vehicle loading tests
on the Ohio SHRP Test Pavement (US23) sections under hot weather
conditions, collect and analyze pavement response and vehicle
dynamic load data, and examine the validity of existing rutting
models.
Topic 26
Title: Determination of Pavement Layer Stiffness on the Ohio SHRP Test Road Using Non-Destructive Testing Techniques
State Job Number:
14749
Final Report,
October 2002
(1,421 KB)
Abstract,
(1710 KB)
Implementation
Plan,
(79 KB)
The
purpose of this research project was to determine the relative
contribution of each pavement layer toward the overall stiffness
of the various test sections on the Ohio SHRP Test Road, as
determined from nondestructive tests conducted during the
construction of these sections. These
tests included FWD tests on all pavement layers as they were
completed and approved by ODOT, and FWD and Dynaflect tests on
the completed sections before they were opened to traffic. Additional
NDT data have been obtained since the sections were opened to
traffic and, while these data are of interest in evaluating
long-term performance; their inclusion here would introduce
various performance related variables into the analysis and be
beyond the scope of this project.
Topic 27
Title: Effectiveness of Crack Sealing on Pavement Serviceability & Life
State Job Number: 14738
Final Report, June
2003
(6,214 KB)
Executive Summary,
(73 KB)
Implementation plan,
(92 KB)
Sealing cracks in pavements with an asphalt
surface is a preventive maintenance activity performed by most
highway agencies including the Ohio Department of Transportation
(ODOT). A range of materials and methods are in use within Ohio
for this purpose. The choice of a specific material/method
depends on the county manager’s understanding of the
historical performance of various materials, pavement type
(flexible or composite), regional conditions, availability of
funds, and so on.
Sealing cracks may minimize water
infiltration, prevent pumping and avoid the need for premature
base and pavement repair. However, crack sealing may also have a
negative effect on a pavement, namely, tracking of sealing
material by tire action, reduced skid resistance, a rougher
pavement etc. Crack sealing is beneficial if pavement life is
increased while maintaining serviceability. Within ODOT, the
primary concern is to investigate and document the effectiveness
of crack sealing with respect to: (i) economic benefits, (ii)
maintaining and/or improving serviceability, and (iii) extending
pavement life.
Topic 28
Title: Monitoring Seasonal Instrumentation & Modeling Climatic Effects on Pavements at the Ohio/SHRP Test Road
State Job Number: 14704
Final Report,
September 2003
(3,746 KB)
Executive Summary,
(146 KB)
Implementation Plan,
(99 KB)
Long-Term
Pavement Performance (LTPP)
Seasonal Monitoring program (SMP) instrumentation was installed
in pavement sections at the Ohio SHRP Test Road. The pavements
are monitored for the seasonal variations of moisture,
temperature and frost penetration. Data from the instrumentation
is subjected to quality checks and prepared for uploading to the
FHWA Information Management System (IMS). Findings from the
testing are to be incorporated into future pavement design
procedures.
Topic 29
Title:
Materials
Properties for Implementation of Mechanistic-Empirical (M-E)
Pavement Design Procedures
State Job Number: 14767
Final Report,
February
2004
(1,379 KB)
Executive Summary,
(140 KB)
Data Files,
(548
KB)
Implementation Plan,
(81 KB)
The
highway engineering community is currently in the process of
transition from the traditional empirical design procedures to
the mechanistic design procedures. This transition is
necessitated by the fact that the largely empirical AASHTO
pavement design procedures have become outdated by the
introductions of new pavement materials and truck types as well
as the continuing increase in traffic volumes, truck weights,
and tire pressures. By nature, the empirical procedures are
valid only under the conditions addressed in the original study.
The empirical procedures have a tendency to introduce a level of
uncertainty when the conditions change and extrapolations are
needed beyond the bounds.
Topic 30
Title: Long Term Monitoring of Seasonal & Weather Stations & Analysis of Data from SHRP Pavements
State Job Number: 14693
Final Report, March
2004
(3,796 KB)
Executive Summary,
(20 KB)
Implementation Plan,
(80 KB)
External
agents such as traffic and climate directly affect the life of
flexible and rigid pavements. To understand the influence of
these factors, a test road located on U.S. 23, just North of
Delaware in Ohio, was constructed as part of the Federal Highway
Administration’s (FHWA) Strategic Highway Research Program (SHRP).
The Test Road includes 38 PCC and AC pavement sections (18 of
them instrumented with seasonal and pavement response
instrumentation, along with a weather station) to monitor the
performance of these sections under actual working conditions,
considering the influence of both traffic and weather-related
factors.
Topic 31
Title: Continued Monitoring of SHRP Pavement Instrumentation Including Soil Suction & Relationship with Resilient Modulus
State Job Number: 14691
Final Report, June
2004
(4,739 KB)
Executive Summary,
(138 KB)
Implementation Plan,
(104 KB)
As part of a national effort to
acquire a large database on pavement performance, the Ohio
Department of Transportation (ODOT) constructed a series of test
pavements on U.S. 23 in Delaware, Ohio. An ongoing program to
monitor the condition of the soils supporting test pavements has
recorded the moisture content, pore water pressure temperature
and resistivity of the base, subbase and subgrade soils at
select locations. The
porewater pressures in the near surface soils beneath three
pavement sections have been monitored since 1996 and at four
additional locations since 2003. Although there are seasonal
variations, pore pressures in general have continued to increase
over time. A comparison of water pressures with water content
data, as recorded by TDRs included in the SPS package, shows
corresponding increases in water content.
These data strongly suggest that the subsurface soils are
not free draining, and that the soils initially placed in an
unsaturated state quickly became saturated. A
mechanistic analysis, requiring an accurate determination of the
elastic behavior of pavement subgrade soils, has been adopted by
AASHTO for designing roadway pavement systems, and the elastic
stiffness (Resilient Modulus, Mr)
has been determined to be a critical soil property controlling
the design of flexible pavements.
Topic 32
Title: Evaluation of the Variation in
Pavement Performance between ODOT Districts
State Job Number: 14783
Final Report,
September 2004
(9,551 KB)
Executive Summary,
(21 KB)
Implementation plan,
(99 KB)
The purpose of this study was to determine if
the perceived performance differences among ODOT Districts are
caused mainly by differences in traffic loading and climate, and
if differences in materials, treatment type, and treatment
timing are also significant factors. A comprehensive pavement
information database was developed as part of this research. The
data included in this database were used to analyze the
performance trend of the priority system pavements. Pavement
performance is found to be influenced by pavement type (i.e.,
rigid, flexible, or composite), traffic loading, climate
(particularly, snowfall amount), and material quality. For
asphalt overlays, pavement condition prior to overlay, i.e.,
treatment timing, and overlay thickness also affect the
performance. The median survival time to next treatment for new
rigid pavements is nearly 16 years; for new flexible pavements
is roughly 12 years; and for asphalt overlays is about 8 years.
Overlays on flexible pavements perform better and last longer
than on composite pavements. Durability of aggregates (in terms
of soundness) also affects overlay performance. In general,
priority system pavement performance and average pavement
conditions have improved since the mid- 1990s due to improved
material specifications, design, and construction quality
control. It is recommended that future funding allocation
formula considers percentage of composite pavements, traffic
loadings, snowfall amount, and aggregate quality in each
District. Using only aggregates with good durability is strongly
recommended. Replacing composite pavements through
reconstruction will also help improve long term performance.
Topic 33
Title: Structural Support of Lime
Stabilized Subgrade used with Flexible Pavements
State Job Number: 14746
Final Report, November 2004
(3,010 KB)
Executive Summary,
(49 KB)
Implementation Plan,
( KB) Not available yet
Lime and cement stabilizations
have been used to modify soft and wet soils to provide a
suitable construction platform. This study was initiated
to ascertain the long-term durability of lime (or cement)
stabilized roadbed soils, and to quantify the structural
benefit, if any, of lime or cement stabilized roadbed soils, so
that it can be incorporated into the flexible pavement thickness
design.
Topic 34
Title: Accelerated Testing of Ohio SHRP
Sections 390101, 390105, & 390107
State Job Number: 14744
Final Report,
December 2004
(3,030 KB)
Executive Summary,
(52 KB)
Implementation
Plan,
(79 KB)
The Ohio SHRP Test Road was
constructed to provide data for 40 sections in the LTPP SPS-1,
2, 8 and 9 experiments under specific traffic, environmental and
soil conditions existing at one site in Ohio. Sensors were
installed at the time of construction to continuously monitor
subsurface temperature, moisture and frost in eighteen sections,
and to measure dynamic strain, deflection and pressure response
in thirty-three sections during controlled vehicle testing.
Falling Weight Deflectometer (FWD) measurements provided
additional dynamic deflection data.
Topic 35
Title: Evaluation of HPC Pavements in
Nelsonville, Ohio
State Job Number: 14809
Final Report, December 2004
(1,616 KB)
Executive Summary,
(55 KB)
Implementation
Plan,
(79 KB)
One of the
major causes of distress in Portland Cement Concrete (PCC)
highways is loss of support under slabs. A new mix for High
Performance Concrete (HPC) pavement appears to promise an
enhancement of pavement lifetime. This new mix includes blast
furnace slag, a by-product of manufacturing processes. The
Ohio Research Institute for Transportation and the Environment (ORITE)
evaluated the structural performance of three sections of PCC
pavement installed on the reconstructed US Route 33 in
Nelsonville using new and standard mixes to see if the new mixes
do provide better performance. The project also involved
comparing two different curing methods, the traditional method
using wet burlap and a new method using a spray-on membrane.
Topic 36
Title: Evaluation of Guidelines for
Subgrade Treatments
State Job Number: 14814
Final Report, February 2005
(1,243 KB)
Executive Summary,
(59 KB)
Implementation Plan,
( KB) Not available yet
ODOT has recently developed guidelines for subgrade treatments to be
used during plan development and construction. This study
evaluates these guidelines by comparing them with existing
guidelines developed elsewhere and validating them through
comparison of the actual treatment methods and quantities used
with those suggested by the guidelines. Soil boring data and
construction record from 7 reconstruction and 2 new construction
projects were obtained. Actual treatment methods and quantities
were obtained from the project field offices. Dynaflect
deflection data, when available, were analyzed to determine
their usefulness in subsurface assessments. GB1 criteria for
excess moisture content predicted the undercut quantity
reasonable well, but the criteria for acceptable moisture
content tend to under predict the undercut quantity in many
cases, likely due to increased soil moisture content after
removal of existing pavement. For reconstruction projects, the
average undercut depths (i.e., the overall undercut quantities)
versus the corresponding SPT NL values seem to fall
reasonably well within the upper bound provided in the Section
204 guidelines. However, the actual undercut depths vary
significantly even for soils with similar or same NL
values. Actual undercut depth and quantity are somewhat
correlated with the average SPT NL value, Dynaflect
W5 deflection, and soil moisture content. The regression
equation developed has a coefficient of determination (or
R-square value) as high as 0.71.
Topic 37
Title: Development of a
Composite Pavement Performance Index
State Job Number: 134184
Final Report,
September 2005
(3,248 KB)
Executive Summary,
(135 KB)
Implementation plan,
(122 KB)
Due to a limited
amount of funding, highway agencies usually adopt a pavement
management system (PMS) to help identify pavements most in need
of rehabilitation or maintenance. The PMS includes a method for
evaluating pavement performance on a routine basis. A
comprehensive evaluation of a pavement section should include
surface friction, structural adequacy, pavement distress and
roughness. Data may be collected for each of the four criteria
listed above but it is not common for all of them to be used in
any PMS. The Ohio Department of Transportation (ODOT) uses a
measure of pavement distress, namely the Pavement Condition
Rating (PCR). Recently there has been growing awareness at ODOT
of the importance of roughness in pavement serviceability.
Studies show that pavement roughness is the most important issue
for customer satisfaction with roads, followed by distress.
Roughness may also lead to increased deterioration rates, which
in turn increase the severity of the roughness. Studies also
suggest that smoother pavements last longer. A disadvantage of
rating solely with PCR is that there is no means of targeting a
pavement with a marginally high PCR but poor ride quality. An
analysis of the ODOT pavement database reveals that there are
many such pavements in the network.
Topic 38
Title: Cone
Penetrometer Equipped with Piezoelectric Sensors for Measurement
of Soil Stiffness in Highway Pavement
State Job Number: 134185
Final Report,
November 2005
(5,795 KB)
Executive Summary,
(155 KB)
Implementation
Plan,
(79 KB)
The stiffness (elastic modulus and shear modulus)
and Poisson’s ratio of the base and sublayers are important
parameters in the design and quality assurance during
construction of highway pavements. The new highway
construction guide proposed by AASHTO (American Association for
State Highway and Transportation Officials) recommends such
measurements be conducted. A new field-testing technique
has been developed to measure the stiffness and Poisson’s ratio
of soils using cone penetrometers equipped with piezoelectric
sensors. The device using this technique includes a pair of cone
penetrometers, each fitted with two piezoelectric sensors, which
can be pushed into foundation soils. One set of the sensors is
used as wave transmitters while the other set as wave receivers.
An electrical pulse produced by a function generator is used to
activate the transmitters. Vibration of the transmitters
produces primary and shear waves that propagate through the soil
and are captured by the receivers. Then from the measured
velocities of shear and primary waves, soil stiffness and
Poisson’s ratio can be determined. The technique has been proven
to produce reliable results in the laboratory.
Topic 39
Title:
Truck/Pavement/Economic Modeling & In-Situ Field Data Analysis
Application
State Job Number: 14770
Final Report - Volume One,
January 2006
(1,500 KB)
Executive Summary
Volume One,
(70 KB)
Final Report -
Volume Two, June 2006
(4,414 KB)
Executive
Summary Volume Two,
(62 KB)
Final Report -
Volume Three, December 2006
(41,693 KB)
Executive
Summary Volume Three,
(41 KB)
Implementation
Plan,
( KB) Not available yet
The primary
objective of this study was to investigate how base materials
should be properly selected for specific types of pavement, not
only considering the performance of individual layers but also
how they interact in the total pavement structure. Base types
considered in this study included granular (GB), lean concrete (LCB),
asphalt treated (ATB), cement treated (CTB), and permeable
asphalt treated (PATB) bases as constructed under both asphalt
concrete (AC) and Portland cement concrete (PCC) pavements. The Long Term Pavement
Performance (LTPP)
Seasonal Monitor Program
(SMP) sites investigated for this report included four SMP
sections in the North Carolina SPS-2 experiment on US52
and thirteen SMP sections in the SPS-1 and SPS-2 experiments on
the Ohio SHRP Test Road on US23. The NC site contained two GB
and two LCB sections, and the OH site contained eight GB, one
ATB, two PATB, and two LCB sections. The NC sites are located
in a wet-no-freeze zone and OH sites are located in a wet-freeze
zone. Environmental data were collected via seasonal monitors
and time domain reflectometry. The effects of service were
measured by conducting surface profiles and falling weight
deflectometer (FWD) measurements. It was found that
the type of base had little impact on subgrade moisture. The
choice of base depends chiefly on three requirements:
appropriate stiffness, sufficient permeability, and good
constructability. Guidelines
for the selection of base under flexible and rigid pavements are
given.
Topic 40
Title: Evaluation of
Pavement Performance on DEL-23
State Job Number: 14768
Interim Report – Forensic
Study For Sections 390103, 390108, 390109, and 390110 of Ohio
SHRP U.S. RT. 23 Test Pavement,
January 2006
(10,901KB)
Final Report,
March 2007
(8,869 KB)
Executive Summary,
(62 KB)
Implementation
Plan,
( KB) Not available yet
Interim report: The Ohio SHRP Test Road,
constructed on U.S. 23 about 25 miles (40 km) north of Columbus,
Ohio, contained forty test sections in the SHRP SPS-1, SPS-2,
SPS-8, and SPS-9 experiments. During the summer of 2002, a
forensic study of Sections 390103, 390108, 390109, and 390110 in
the SPS-1 experiment was completed through a series of
non-destructive and destructive tests to determine the cause of
rutting and localized distresses that had developed in these
four pavement sections. Distress surveys were conducted on the
four sections in accordance with SHRP-P-338 “Distress
Identification Manual for the Long-Term Pavement Performance
Project.” The sections were categorized in terms of low,
moderate, or high distress. Non-destructive testing conducted on
each section included Falling Weight Deflectometer, transverse
profiling, and Dynamic Cone Penetration tests. Trenches were
excavated at locations with various levels of distress to
measure transverse layer profiles, to determine the thickness of
individual material layers, and to obtain material samples for
laboratory testing. Analysis of all the collected data was
utilized to determine the causes of the localized distresses.
Final Report: In 1994, a ramp containing two AC and two PCC
sections in the SPS-8 experiment was constructed on the Ohio
SHRP Test Road. In 1996, 36 more sections in the SPS-1, SPS-2
and SPS-9 experiments were opened to traffic on the mainline
pavement. The response and performance of these sections,
climatic information from an on-site weather station, subsurface
environmental conditions from sensors installed in several test
sections, and traffic loading from an on-site weigh-in-motion
(WIM) system have been monitored and incorporated into the
national LTPP database. Analyses of these data have been
published in a number of reports, technical papers and
bulletins. The research project documented in this report was
the latest effort by ODOT to continue monitoring the response
and performance of many of the original 40 test sections and
several sections constructed later to replace the lighter
designs which, as anticipated, showed early distress. Data in
this report cover the years 2000 - 2005. In addition to the new
response and performance data obtained on the test road, this
report includes: an analysis of current methodologies to
mathematically model AC and PCC pavement structures, a
petrographic analysis of concrete from three different PCC
pavement mixes and a lean concrete base, and an in-depth
analysis of WIM data. Three other experimental pavements have
been constructed on ATH 50, LOG 33 and ERI/LOR 2 to evaluate the
response and performance of specific parameters of interest to
ODOT. These parameters included: high performance concrete
containing ground granulated blast furnace slag and different
types of dowel bars on ATH 50, different types of base material
under flexible pavement on LOG 33, and different types of base
material under rigid pavement on ERI/LOR 2. This report also
contains data collected on these three pavements during 2000 -
2005.
Topic 41
Title: Investigation
of Pavement Cracking on SR-4 and Demonstration of Multi-Head
Breaker in Fracturing Reinforced PCC Pavement Before AC Overlay
State Job Number: 134196
Final Report, May
2006
(5,407 KB)
Executive Summary,
(116 KB)
Implementation
Plan,
( KB) Not available yet
In 1993, the Ohio
Department of Transportation (ODOT) constructed test sections on
State Route 4 (SR-4) to study the effectiveness of Breaking and
Seating (B/S) as a rehabilitation strategy for retarding
reflection cracking in asphalt overlays of jointed reinforced
concrete pavements (JRCP). After being in service for nine
years, the break and seat test sections displayed relatively few
reflection cracks. In 2004, however, a significant number of
transverse cracks were observed to have occurred directly over
the underlying joints in the concrete layer. To determine the
implications of this recent cracking on the expected performance
and maintenance requirements of future break and seat projects,
an in-depth forensic analysis of the nature and mechanism of the
cracking is needed. The pavement breaking operation on the SR-4
project was performed with a pile hammer. Several other types of
pavement breakers are now available, including the Multi-Head
Breaker (MHB) and Resonant Pavement Breaker (RPB). Performance
claims for this competitive equipment include increased
production rates (hence, potentially lower construction costs)
and the ability to produce a variety of controlled breaking
patterns (hence, permitting pre-overlay fracturing techniques to
potentially be used on a greater number of candidate distressed
concrete pavements, with differing subgrade conditions, etc).
To permit ODOT to evaluate the merits of these performance
claims - and thus to provide for more informed, cost-effective
decisions regarding the type(s) of equipment permitted to be
used on future concrete pavement rehabilitation projects, the
evaluation of the SR-4 project needs to be expanded to include a
comparable assessment of projects constructed with the MHB and
RPB equipment.
Topic 42
Title:
Petrographic Examination of Concrete Cores Taken
From Pavement Slabs on the ODOT DEL-23 Test Road Project and the
ODOT HAM-75-14.41
State Job Number: 134239
Final Report
- Phase A, May
2006
(230 KB)
Executive Summary
- Phase A,
(24 KB)
Final Report
Phase B, May
2006
(943 KB)
Executive Summary
Phase B,
(29 KB)
Implementation
Plan,
( KB) Not available yet
Phase A: This study investigated the effect of air void
content and parameters of the air void system on the freeze/thaw
durability of Ohio Department of Transportation pavements.
Previous studies had shown that despite the fact that the
entrained air void system of the concrete does not meet
historical and current ODOT requirements for this parameter, the
pavements show no evidence of any freeze/thaw related distress.
The investigation showed that the satisfactory freeze/thaw
durability could be attributed to (1) the likelihood that the
pavement concretes did not reach a level of critical moisture
saturation, (2) a low water to cementitious material ratio of
the concretes, (3) the concretes all contain some level of air
entrainment, and (4) less severe freeze/thaw conditions in the
field relative to those experienced by laboratory specimens. It
is recommended that consideration be given to the development of
new procedural guidelines which describe the steps to take in
the instances where air content measurements on ODOT pavement
projects fall short of the current minimum value of 4 percent.
Phase B: Concrete pavements were constructed using ODOT’s
Class C concrete on Interstate 75 in Findley, Ohio in 1989-1990
(Han-75-14.41). In the late 1990’s distress was observed in the
pavements in the form of (1) transverse joint deterioration, (2)
corner cracking, (3) longitudinal joint cracking and spalling,
and (4) mid-slab cracking and spalling. Beyond these distress
features there was concern regarding the long term durability of
these pavements. Petrographic examinations and strength tests
were conducted on fourteen full depth cores taken from the
pavements. The findings strongly support a conclusion that there
are three design/construction factors involved in the
cracking/spalling distress including (1) the use of recycled
Portland cement concrete (RPCC) as the base material on the
project, (2) a failure of the doweled transverse joints to
function as intended, and (3) a transverse joint spacing of 27
feet. The role of the RPCC in the problem is examined and
discussed in detail in the report. It is clearly established
that the quality of the pavement concrete is not involved in the
distress. Concrete compressive strength measurements averaged
8260 psi, with a range of 6880 psi to 10,500 psi. There is no
concern regarding the overall durability of the HAN-75 pavement
concrete from a material point of view. However, continuing
maintenance associated with the type of cracking/spalling
observed to date can be expected.
Topic 43
Title: Developing
Pavement Performance Predicting Models and Decision Trees for
the City of Cincinnati
State Job Number: 134186
Final Report,
June
2006
(194 KB)
Executive Summary,
(100 KB)
Implementation
Plan,
( KB) Not available yet
Performance
prediction is a key part of pavement management system. The
prediction models reflect on how well the planning, design, and
construction objectives have been satisfied. In other words,
performance prediction models developed using historic data from
the road network would ensure the appropriateness of the
pavement management decisions. In 1997, the City of Cincinnati
established a pavement management system and began to collect
pavement condition and other relevant data. The prediction
models employed in the system were developed using limited
available data. Recently, in their effort to update their
pavement management practices, the city engineers decided to
develop improved pavement performance prediction models. The
primary focus of this initiative was to utilize city’s expanded
database and to develop pavement performance prediction models.
In addition, a decision tree was developed to suggest
appropriate maintenance and/or rehabilitation activities, based
on the current condition of pavements. The models and decision
trees would be integrated with the city’s pavement management
system in an effort to facilitate effective management of city’s
road network. The results of this study is expected to
complement the Ohio Department of Transportation’s ongoing
research to update performance prediction models for the state
controlled rural road network and in turn support ODOT’s Urban
Paving Program.
Topic 44
Title: Use of Dynamic
Cone Penetrometer in Subgrade and Base Acceptance
State Job Number: 14817
Final Report,
April 2007
(1,687 KB)
Executive Summary,
(55 KB)
Implementation
Plan,
( KB) Not available yet
The Dynamic Cone Penetrometer (DCP) is a simple
device for measuring the stiffness of unbound materials. The DCP
works by driving a steel rod into bases and soil with a preset
amount of energy; the stiffness of unbound materials at
different depths can be measured by continuously monitoring the
rate of penetration, yielding a stiffness profile. With its
ability to collect and analyze date quickly and easily, the DCP
compares favorably with other devices used to evaluate an
in-situ base and subgrade during construction. The DCP is also
the only device available today than can evaluate subgrade
quality in all three dimensions.
Most highway agencies accept unbound materials in
base and subgrade based on density tests. But density is not a
measurement of the strength (stiffness) of these materials.
Field data collected in this study indicated that accepting the
subgrade based on density tests did not guarantee the strength
met design requirements. Accepting the base and subgrade based
on density is thus one of the weak links in the process of
designing and constructing pavement.
During the 2003 and 2004 construction seasons,
the Ohio Research Institute for Transportation and the
Environment (ORITE) collected DCP data from 10 road projects in
Ohio. Experience from this study proves that the DCP is a viable
alternative device to evaluate in-situ base and subgrade
materials during construction. Data collected shows that
engineers can use the DCP to quantify the construction quality
of the as-built materials. Based on this study, ORITE concludes
that adopting DCP testing in unbound material acceptance
specifications can greatly improve the monitoring of final
product quality and thus enhance pavement performance.
This report describes the ORITE study. The report
also provides a construction site DCP testing procedure and
proposes a set of DCP unbound material acceptance criteria and
standards.
Topic 45
Title: Evaluation of
Drainable Bases Under Asphalt Pavement
State Job Number: 14804
Final Report, May 2007
(21,759 KB)
Executive Summary,
(97 KB)
Implementation
Plan,
( KB) Not available yet
Providing adequate drainage to a
pavement system is an important consideration to prevent
premature failures due to water related problems, such as
pumping action, loss of support, and rutting. Ohio Department of
Transportation has adopted several types of materials
specifications for permeable bases: (a) ODOT 307 base, including
IA, NJ, and CE types, (b) ODOT 306 Cement Treated Base, (c) ODOT
308 Asphalt Treated Base. This research is aimed at
investigating the effectiveness of these drainable base
materials under asphalt pavements.
Both laboratory tests and in-situ monitoring has been carried
out. Specific conclusions are as follows: (I) There was
no evidence of developing full saturation in the cohesive
subgrade soils; (II) The order of drainage efficiency can be
established into three categories: (a) ODOT 306 Cement Treated
base (25,345 ft/day) and ODOT 308 Asphalt Treated base (25,061
ft/day), (b) ODOT 307 NJ base (3,830 ft/day), ODOT 307 CE (3,705
ft/day), and ODOT 307 IA base (2,280 ft/day), and (c) ODOT 304
medium gradation (1,417 ft/day); (III) The cement treated base
materials exhibit the highest resilient modulus values, even
after 15 cycles of freeze/thaw conditioning; (IV) The
asphalt-treated base materials exhibit relatively higher
resilient modulus values than the unbound base materials; (V)
The resilient modulus of the unbound base materials,
particularly ODOT 304 fine gradation, is sensitive to the
percentage of fine content and saturation; (VI) The resistance
to permanent deformation of ODOT specific drainable base
materials can be ranked from high to low as follows:
Cement-treated base, ODOT 307 CE, ODOT 307 IA, ODOT 304, ODOT
307 NJ, ODOT 308 (asphalt treated base) at 77 degree F, and ODOT
308 at 104 degree F.
Topic 46
Title: An Exploratory
Study on Functionally Graded Materials with Applications to
Multilayered Pavement Design
State Job Number: 134256
Final Report,
August 2007
(4,200 KB) |
MultiSmart3D software
(1,160 KB)
Executive Summary,
(49 KB)
Implementation
Plan,
( KB) Not available yet
The response of flexible pavement
is largely influenced by the resilient modulus of the pavement
profile. Different methods/approaches have been adopted in order
to estimate or measure the resilient modulus of each layer
assuming an average modulus within the layer. In order to
account for the variation in the modulus of elasticity with
depth within a layer in elastic pavement analysis, which is due
to temperature or moisture variation with depth, the layer
should be divided into several sublayers and the modulus should
be gradually varied between the layers. A powerful and
innovative computer program has been developed for elastic
pavement analysis that overcomes the limitations of the existing
pavement analysis programs. The new program can predict
accurately and efficiently the response of the pavement
consisted of any number of layers/sublayers and any number of
loads. The complexity of the tire-pavement loading configuration
can be modeled easily as well. Practical pavement engineering
problems have been analyzed and discussed taking into
consideration the modulus variation with depth as well as the
complex tire-pavement loading configuration utilizing our newly
developed MultiSmart3D program. The analyzed problems
illustrated that powerful analytical tools, such as
MultiSmart3D, are needed to study and predict the pavement
response in practical and fast manners. For example, the
predicted life time of the pavement can be increased or
decreased by a factor more than two if the modulus of elasticity
variation with depth is taken into consideration.
Topic 47
Title:
Truck/Pavement/Economic Modeling and In-Situ Field Test Data
Analysis Applications Volume 4: Effects of Slab Shape and Load
Transfer Mechanisms on Portland Cement Concrete Pavement
State Job Number: 147700-SP2(203)
Final Report,
September 2007
(5.1 MB)
Executive Summary,
(50 KB)
Implementation
Plan,
( KB) Not available yet
A jointed concrete pavement on I-490 near Rochester, NY, was
reconstructed using three different dowel bar spacings in
eastbound test sections. Two sections in the westbound direction
were instrumented to monitor environmental strain, deflections,
and pavement temperatures. Monitoring of the westbound sections
was conducted at the time of construction, after 28 days of
curing, and at various intervals over the next two years. The
instrumentation included deep and shallow linear variable
differential transducers (LVDTs) to measure displacements in the
center and the corners of the slabs, thermocouples at four
depths near the center and at one corner of the slab, and
vibrating wire strain gages with built-in thermistors in the
center and the left wheel path. Air temperature data were also
gathered during monitoring periods. Data were taken from the
instruments at the time of construction, and at 37 days (after
curing), 12 months, 16 months, and 28 months after construction.
In addition to instrumentation readings taken over an
approximately 24-hour period, each visit included slab shape
measurements made with a Dipstick®, and deflections measured
with a falling weight deflectometer (FWD) on the westbound
sections. The final data collection visit, in October 2004, also
included FWD testing and profilometer measurements on the
eastbound sections.
In measuring the pavement response, the FWD and LVDT data both
indicated some loss of support that varied in response to
changing temperature conditions. Of the three dowel bar
arrangements, the E2 arrangement that used bars with the
smallest cross-section and the narrowest spacing had the best
load transfer efficiency.
Topic 48
Title: Improved Models
For User Cost Analysis
State Job Number:
134261
Final Report, April
2008
(792 KB)
The
user costs include the costs borne by highway users such as
additional travel time costs, crash costs, costs of operating
vehicles in work zone conditions, and environmental costs. The
pavement type selection process currently used by ODOT doesn’t
include user costs quantitatively. This report provides a
comprehensive review of literature and tools used to calculate
user costs. The results of a questionnaire survey on the role
played by user costs in pavement type selection processes of
various state and regional agencies in US and Canada are
provided. Based on the findings from literature review and
questionnaire survey, this report provides recommendations for
including user delay costs quantitatively in ODOT’s pavement
type selection process. Three case studies presented in this
research report illustrate the methods recommended in this
study.
Topic 49
Title: Pavement
Forecasting Models
State Job Number:
134148
Final Report,
March 2008
(3.64 Mb)
Executive Summary,
(48 KB)
The
primary objectives of this study were to develop models to
forecast future pavement conditions and to determine remaining
service life of pavements based on the forecasted conditions.
Based on available data in the ODOT pavement database, which
contains the condition history of each pavement section, along
with its location, year of construction, thickness, materials
used, climate, and rehabilitation records, individual
regression, family regression, and Markov probabilistic models
were developed . For the latter two models, pavements were first
grouped into “families” with similar characteristics, based on
pavement type, priority, District location, and past
performance. Forecasting models were then developed for each
such “family”. The developed models were evaluated by comparing
the predicted conditions with the actual observed conditions for
the five year period between 2001 and 2005. The Markov model was
found to have the highest overall prediction accuracy among all
the models evaluated, and it can also predict future distresses
in addition to the PCR values. As a result of this study, ODOT
can forecast future pavement conditions and estimate the
remaining service life of pavements. Future rehabilitation needs
can also be determined. Such capabilities will significantly
benefit planning and management decision-makings at both project
and network levels.
Topic
50
Title: Effectiveness of
Thin Hot Mix Asphalt Overlay on Pavement Ride and Condition
Performance
State Job Number:
147950
Final Report,
April 2008
(838 Kb)
Appendices,
(1.46 Mb)
The
objectives of this study were: 1) To determine the cost
effectiveness of thin hot mix asphalt (HMA) overlays as a
maintenance technique; 2) To determine under what conditions a
thin overlay would be suitable; 3) To determine the timing of
constructing a thin overlay to maximize its benefits; and 4) To
develop a prototype aggregate source information system to
correlate aggregate source quality to pavement performance.
Performance data for thin overlays constructed by ODOT since
1990 were collected to study the cost-effectiveness of thin
overlay. The average thin overlay project cost is about 40% of
the average minor rehabilitation project cost for the Priority
System, and approximately 60% for the General System pavements.
In contrast, the average service life of a thin overlay is
generally more than 70% of that of a minor rehabilitation.
Therefore, most of the thin overlays are deemed cost effective.
Thin overlay projects that are not cost effective tend to be
those performed on very poor pavements, and with insufficient
thickness. Thin overlays are most likely to be cost effective if
the existing pavement’s PCR score is between 70 and 90 for
Priority System, and between 65 and 80 for General System
pavements. A prototype aggregate source GIS system was
developed. Higher aggregate soundness loss is shown to correlate
with higher pavement deterioration rate. A thin HMA overlay is
generally a cost-effective maintenance treatment. Employed
properly, thin overlay provides a relatively low cost
alternative in preserving and extending the service life of the
existing pavement.
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