980215 “An Engineering Application of Washington State’s Pavement Management System”
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980235 “Project Scoping Using FWD (Falling Weight
Deflectometer) Testing - New Jersey Experience”
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980465 “Potential Safety Cost-Effectiveness of Treating Rutted
Pavements”
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980467 “Comparison of Accident Experience Between Tinned and
Continuously Ground Portland Cement Concrete Pavements”
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980572 “Pavement Distress and Selection of Rehabilitation
Alternatives: Michigan Practice”
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980655 “A Pavement Preservation Strategy”
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980685 “Effects of Spot Diamond Grinding on the Performance of
PCC Pavements”
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980988 “Contracting for Pavement Distress Data Collection”
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981147 “Catalog Of Recommended Flexible Pavement Design
Features”
Abstract: A network level FWD testing program was performed on a selected
subset, approximately 530 centerline km (330 miles), of the National Highway
Network (NHS) highways in New Jersey. The main goals of this program are to
identify the limits of structurally homogeneous sections (sectionalization),
assessing the pavement structural capacity, estimate the remaining service life
and predict the future rehabilitation needs. The FWD measurements of each route
were appended together to form a sort of continuous deflection profile and two
sectionalization scenarios were considered to divide the deflection profiles
into a set of homogeneous sections. In the first scenario, sectionalization is
made based on section deflection, while in the second scenario, sectionalization
is made with respect to the future rehabilitation needs. The first scenario was
used in the analysis because unknown parameters, such as pavement structure and
traffic, have no influence on the sectionalization results. Conclusions:
The sectionalization step was found to be important and has significant impact
on the rehabilitation results. If this step is omitted, a project will be
treated as one analysis/design section. In this case, some parts of this project
will be over designed, while other parts will be under designed. It is strongly
recommended that accurate pavement structure data be used in FWD analysis,
otherwise, the analysis results can be misleading. This accurate data can be
obtained by destructive (such as cores and trenches) and/or non-destructive
(such as Ground Penetrating Radar - GPR) methods.
Dr. Sameh Zaghloul, Dr. Wei
He, Brian Kerr, ITX Stanley Ltd., 152 Main St., Cambridge, ON N1R 6R1, Canada.
Tel : (519) 622-3005 Fax : (519) 622-2580. Nick Vitillo, New Jersey Department
of Transportation, Bureau of Research, Trenton, NJ 08625-0600. Tel : (609)
530-5966 Fax : (609) 530-5972.
Abstract: Pavement rutting is a problem that has unknown consequences
from a safety-based point of view. It is assumed that the wheel path fills with
water in wet-weather situations, thus increasing the potential for a vehicle to
hydroplane. The purpose of this study was to quantify how pavement rutting
affects accident rates and to evaluate possible safety-based guidelines for the
treatment of pavement rutting. Rut depth, traffic volume, and accident databases
maintained by the Wisconsin Department of Transportation for undivided rural
highways were then analyzed to identify statistical trends and relationships.
Accidents were categorized as rut-related if the prevailing conditions could be
potentially associated with the occurrence of hydroplaning. Rut depth
measurements were average values for both directions of 0.16 km (0.1 mi)
segments, and represent the average elevation difference between the tire paths
and the high point between them. Conclusions: The results of the
statistical analyses indicated that the defined rut-related accident rate begins
to increase at a significantly greater rate as rut depths exceed 7.6 mm (0.3
inches). The results are consistent with expectations in that increasing rates
of rut-related accidents were observed as rut depth increased. The cost-
effectiveness of potential accident reductions associated with reductions in the
relative amount of rutted pavement was also evaluated.
Marc R. Start,
Barton-Aschman Assoc., 300 W. Washington Street, Chicago IL 60606-1720. Tel:
(312) 917-3090 Fax: (312) 917-1329. Jeong Kim, The Korea Transport Institute,
Kangnam-gu, Daechi-dong 968-5, Seoul, 135-280, Korea. Tel: 82-2-538-3536 Fax:
82-2-564-1820. e-mail: jhkim@cis.koti.re.kr William D Berg, 2206
Engineering Hall, University of Wisconsin-Madison, Madison WI 5370. Tel: (608)
262-7246 Fax: (608) 262-5199. e-mail: berg@engr.wisc.edu
Abstract: Accident experience differences between Portland Cement
Concrete Pavements (PCCP’s) that have been continuously ground during
construction and standard PCCP’s with tinneed surfaces have not been well
established. The study objective was to identify the existence and quantify the
extent of accident characteristics differences between the two types of
PCCP’s.Accident experience comparisons were performed between 290 km of
continuously ground and 115 km of tinned PCCP’s in Wisconsin. Accident rates
were calculated based on six years (1988-1993) of accident and vehicular travel
information. Conclusions: Continuously ground pavements were found to
outperform tinned pavements during daytime and nighttime, on dry and wet
pavements and when snow and ice are present on the pavement; also for all
combinations of those conditions. The only exception was for nighttime accidents
when snow and ice are present on the pavement. Six-year accident rate trends
were analyzed for different light and pavement conditions. Test site trends were
consistently lower than the control site trends; however no clear upward or
downward direction was evident for any of the analyzed trends. This paper is not
included on the 1998 Preprint CD-ROM. Please contact author for
information.
Aris Drakopoulos, Thomas H. Wenzel, Department of Civil and
Environmental Engineering, Marquette University, P.O. Box 1881, Milwaukee, WI
53201. Tel: (414) 288-5430 Fax: (414) 288-7521. e-mail: drakopou@vms.csd.mu.edu. Stephen F.
Shober, Robert B. Schmiedlin, Wisconsin Department of Transportation, 3502
Kinsman Blvd., Madison, WI 53704-2507. Tel: (608) 246-5399 Fax: (608)
246-4669.
Abstract: The Michigan Department of Transportation (MDOT) practices
regarding the preservation, rehabilitation, and preventative maintenance actions
for rigid, flexible, and composite pavements are presented and discussed. For
each pavement type, the causes of distress, and the corresponding MDOT fix
alternatives are also presented. Examples of the MDOT practice regarding the
selection of maintenance and rehabilitation alternatives for rigid, flexible and
composite pavements, are also presented. Conclusions: The proper pavement
treatment options cannot be accurately selected unless the types and root causes
of pavement distress are known and understood. The selection of the preferred
alternative, on the other hand, is typically based on the optimization of the
benefits to costs ratio of each of the selected alternatives. It is shown that,
although the MDOT practice varies from one district to another, efforts are
being made to unify the practice and to generate a computerized system to assist
the engineers in the various districts. These efforts include the selection of
the pavement fix alternative based on the optimization of the benefits and costs
of the various fixes that are applicable to a project.
Donald C. Wotring,
Gilbert Y. Baladi Ph.D, P.E., Neeraj Buch Ph.D., Pavement Research Center of
Excellence, Dept. of Civil and Environmental Engineering, Michigan State
University, 3546 Engineering Building, East Lansing, MI 48824. Tel: (517) 355 -
5147 Fax: (517) 432 - 1827. e-mail: baladi@egr.msu.edu. Steve Bower P.E.,
Design Division, Michigan Department of Transportation, Transportation Bld., 425
W. Ottawa, Lansing, MI 48909. Tel: (517) 373 - 0551 Fax: (517) 335 - 2731
Abstract:The Wisconsin Department of Transportation (WisDOT) established a
Pavement Policy Committee in 1992. The ongoing goal of this committee is to
provide pavements which are cost effective, maximize service life with minimal
maintenance and meet the overall expectations of the traveling public with
respect to comfort, convenience and safety. One of the principal issues this
committee originally addressed was the establishment of a comprehensive
Maintenance and Rehabilitation Strategy, which grew into Wisconsin’s Pavement
Preservation Strategy (PPS), the subject of this report. Pavement preservation
can be defined as a strategy for individual pavements and for optimizing the
performance for a pavement network. The Pavement Preservation Philosophy is
based upon infrastructure optimization. The goal is to provide the highest
quality service possible to the customer per unit of expenditure. Wisconsin’s
PPP is customer oriented. Each maintenance or rehabilitation venture must
address the issues of primary importance to the customer: Comfort, Convenience,
Safety, and Cost. Conclusions: The pavement evaluation process presented
here provides a logical approach to progressing from field observations of
distress to proposed treatment strategy. Treatment levels identified as “Low
Cost”, “Best Value”, and “Longest Life” are established based on manipulation of
cost and expected life data for each treatment on the short list of viable
options.
Steve F. Shober. Dave A. Friedrichs. Wisconsin DOT, 3502 Kinsman
Blvd., Madison, WI 53704. Tel: (608) 246-5399 Fax: (608) 246-4669.
Abstract: A study was initiated by the Wisconsin Department of
Transportation to investigate the effects of spot diamond grinding on the
performance and material properties of concrete pavement. A field survey was
conducted to assess the conditions of selected spot diamond ground PCC (portland
cement concrete) pavement sites. Pavement distress data was collected on control
and spot ground sections on 22 different highways and 34 different locations in
Wisconsin. In addition, micro-surveys were completed for each of the spot ground
sections. Utilizing the PDI (pavement distress index) values and results of the
micro-surveys comparisons are made between sections that were spot ground and
those that were not. Conclusions: The PDI and micro-survey results were
consistent, indicating the mean values of the ground and control sections were
statistically significantly different, but of no practical difference. However,
although statistically significantly different, according to the confidence
interval, the spot diamond ground and control sites were very similar indicating
that, for all practical purposes, spot diamond grinding does not adversely
affect the performance and material properties of the pavement. Therefore, it
can be concluded that there was no observed relationship between the PDI values
and the extent (percent of grinding) of surface grinding.
Dr. Thomas H.
Wenzel, Chairman and Associate Professor, Department of Civil and Environmental
Engineering, Marquette University, P.O. Box 1881, Milwaukee, WI 53201-1881 Tel:
(414) 288-7030 Fax: (414) 288-7521. e-mail: wenzel@marquette.edu. Fariborz Vazir
Abadi, P.E. Manager, Traffic Engineering Section, Milwaukee County Public Works
Department, Milwaukee, WI. Tel: (414) 278-5247 Fax: (414) 223-1850. e-mail: vazir-abad@worldnet.att.net.
Stephen F. Shober, P.E. Chief Pavement and Research Engineer, Wisconsin
Department of Transportation, 3502 W. Kinsman Boulevard, Madison, WI 53704-2507.
Tel: (608) 246-5399 Fax: (608) 246-4669. e-mail: sshober@mail.state.wi.us. Robert
Schmiedlin, P.E., Research Supervisor, Wisconsin Department of Transportation,
3502 W. Kinsman Boulevard, Madison, WI Tel: (608) 246-7950 Fax: (608) 246-4669.
e-mail: rschmie.1@mail.state.wi.us.
Abstract: Many agencies responsible for managing pavements have adopted
pavement management systems (PMS) to help manage their pavement networks more
cost-effectively. One of the most costly parts of operating a PMS is collecting
condition information, especially pavement distress information. Many agencies
have started to contract for pavement distress data collection. Some of the
agencies have experienced problems with the data collected by contract. This
paper briefly describes a study for agencies in Washington and Oregon to define
the accuracy of data needed by the agencies with an evaluation of certain
participating vendors using semi-automated data collection methods. It also
raises issues about quality control and quality assurance faced by agencies
considering contracting for automated data collection. Conclusions: These
issues need additional study to develop appropriate guidelines. The initial set
provided here are based on discussions with some of the agencies currently
contracting for pavement distress data collection. Several agencies are
contracting for pavement distress data collection, and it appears that the
amount of contracted data collection is increasing. The agencies contracting for
pavement distress data collection need to establish the accuracy, precision, and
resolution of the data needed. They need to develop quality assurance
requirements for the data collection contracts. The study conducted in
Washington and Oregon provides one method of defining the accuracy needed based
on condition indexes. It also demonstrated that some vendors using automated, or
semi-automated, methods can collect data that will provide condition indexes as
accurate as those from manual surveys.
Roger E. Smith, PE, Ph.D., Thomas J.
Freeman, PE, Olga J. Pendleton, Ph.D., Texas Transportation Institute, Texas
A&M University, College Station, TX 77843. Tel: (409) 845-0875 Fax: (409)
845-0278
Abstract: Many European countries have developed and implemented pavement
design catalogs for many years. These catalogs, for which pavement design
features have been organized in a usable type format, have evolved over time and
represent the experience from a large, diverse and knowledgeable group of
industry representatives. Even though extensive experience and knowledge exist
in the U.S., similar type catalogs have simply not evolved here. Stated simply,
the objective of the catalog design process is to identify pavement structures
that provide acceptable performance and economy over the intended design life,
for a given combination of roadbed soil conditions, climate, and traffic
loadings. Conclusions: This paper provides an overview of the catalog of
"good practice" recommendations for design features of flexible highway
pavements that was developed under NCHRP Project 1-32 (1, 2). It also summarizes
the process that was used to obtain consensus from a diverse group of
individuals with extensive knowledge in pavement design and construction across
the U.S. Based on the European experience, however, improvement of these types
of catalogs is a very dynamic process, requiring multiple upgrades and
enhancements with time and experience. Thus, it is strongly recommended that the
design catalog be critically reviewed on some periodic basis to facilitate its
use and adoption by the industry as a whole.
Harold L. Von Quintus, Brian M.
Killingsworth. Brent Rauhut Engineering Inc., 8240 Mopac, Suite 220, Austin, TX
78759. Tel: (512) 346-0870. Michael I. Darter, Emmanuel Owusu-Antwi, Jane Jiang.
ERES Consultants Inc., 505 West University Avenue, Champaign, IL 61820. Tel:
(217) 356-4500
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