Pavement performance testing

"December, 2001."; Includes bibliographical references.; Final report.; Prepared in cooperation with Ohio Department of Transportation and U.S. Department of Transportation, Federal Highway Administration under state job no.; Harvested from the web on 1/13/06The objectives of this study were to evaluate the effects of aggregate gradation and polymer modification on rutting and fatigue resistance of Superpave mixes. Asphalt mixes were prepared using three different gradations (above, through, and below the restricted zone) and three PG 70-22 binders (unmodified, SBS and SBR modified), and were evaluated using a triaxial repeated load test, a static creep, the Asphalt Pavement Analyzer, and the flexural beam fatigue test. When aggregates meeting Superpave angularity requirements was used, the effects of gradation on the rut and fatigue resistance of Superpave mixes were relatively small and the effects of the restricted zone was not significant. Even though binders used in this study had similar dynamic shear moduli, mixes containing polymer modified binders showed significantly lower resilient moduli than the unmodified mixes when measured in the indirect tensile and triaxial compressive modes. All laboratory test results indicated that the polymer modified mixes were significantly more rut resistant and fatigue resistant than the unmodified mixes with the same PG grading. Improvement in rut resistance due to polymer modification was shown to be most significant in the triaxial repeated load test, especially at a higher-temperature. Accelerated Pavement Load test results showed the similar trends regarding rutting performance. At higher test temperature or at a fast wheel speed, mixes with polymer modified binder performed better than mixes with an unmodified binder.The objectives of this study were to evaluate the effects of aggregate gradation and polymer modification on rutting and fatigue resistance of Superpave mixes. Asphalt mixes were prepared using three different gradations (above, through, and below the restricted zone) and three PG 70-22 binders (unmodified, SBS and SBR modified), and were evaluated using a triaxial repeated load test, a static creep, the Asphalt Pavement Analyzer, and the flexural beam fatigue test. When aggregates meeting Superpave angularity requirements was used, the effects of gradation on the rut and fatigue resistance of Superpave mixes were relatively small and the effects of the restricted zone was not significant. Even though binders used in this study had similar dynamic shear moduli, mixes containing polymer modified binders showed significantly lower resilient moduli than the unmodified mixes when measured in the indirect tensile and triaxial compressive modes. All laboratory test results indicated that the polymer modified mixes were significantly more rut resistant and fatigue resistant than the unmodified mixes with the same PG grading. Improvement in rut resistance due to polymer modification was shown to be most significant in the triaxial repeated load test, especially at a higher-temperature. Accelerated Pavement Load test results showed the similar trends regarding rutting performance. At higher test temperature or at a fast wheel speed, mixes with polymer modified binder performed better than mixes with an unmodified binder

Re-rounding of deflected thermoplastic conduit. Phase 2

Final report; Sponsored by: Ohio Department of Transportation; State job Number 135670 ; Project ID number 106174 ; Contract or Grant No. 30791; Sponsored by: Ohio Department of Transportation; State job Number 135670 ; Project ID number 106174 ; Contract or Grant No. 30791; "Final report, June 2021."; Includes bibliographical references (Final report, pages 86-88)Final report (x, 112 pages) -- Fact sheet (2 unnumbered pages)Re-rounding is a technique for remediating excess deflection in a thermoplastic pipe using a pneumatic device vibrating along the vertical axis and pushing against the inside crown and invert to restore the original pipe shape and redistribute the surrounding backfill. Since the process has not been evaluated on HDPE pipe outside a couple older reports, and the method is routinely used by contractors to remediate deflected thermoplastic pipes, ODOT wanted to evaluate the technology as a lower-cost alternative to removal and reinstallation of deflected pipes. Three 36 in (0.9 m) HDPE pipes were installed in ODOT Structural Backfill Type 1 (Item 304 aggregate), 2 (sand), or 3 (AASHTO #57 aggregate), and two 18 in (0.45 m) pipes were installed in Type 2 and 3 backfill. Pipes were intentionally installed with substantial deflection (10% or more) and then re-rounded by a vendor. The pipe conditions were measured and monitored by collecting profiles, measuring vertical deflections, monitoring soil pressures, soil stiffness, acceleration of soil particles (peak particle velocity), backfill characteristics, and depth of pipe corrugation before and after re-rounding. Re-rounding successfully reduced vertical deflections in all cases, though not always enough to meet the current serviceability criterion. The pipe in Item 304 backfill were the most resistant to re-rounding, going from -13.91% deflection to -8.62% after three passes with the device. The two pipes in Type 2 backfill (sand) responded better after two passes of the device (-9.89% to -8.57% for the 36 in (0.9 m) pipe and -14.50% to -7.47% for the 18 in (0.45 cm) pipe). Pipes in Type 3 backfill (AASHTO #57 aggregate) were much easier to re-round, taking only one pass of the device to go from -10.18% to -2.52% for the 36 in (0.9 m) pipe and -16.67% to -6.17% for the 18 in (0.45 m) pipe. Pressure data were consistent with redistribution of backfill particles, particularly fine

Working review of available non-nuclear equipment for determining in-place density of asphalt

Rev.; "July 2004, Revised August 2005."; "December 2005."; Includes bibliographical references (p. 44).; Final technical report.; Prepared by Ohio Research Institute for Transportation and the Environment in cooperation with the Ohio Dept. of Transportation, Office of Research and Development, and U.S. Dept. of Transportation, Federal Highway Administration under state job no. 147960; Harvested from the web on 3/23/06Current non-nuclear methods of measuring asphalt pavement density use electrical properties of asphalt. Two known instruments, the PaveTrackerTM and the PQI Model 300, estimate pavement density by inferring the relative proportion of air-filled voids in the asphalt from a measure of dielectric permittivity. Under this project, currently available and new methods of determining in-place asphalt density were investigated. The investigation included a laboratory study of the PaveTrackerTM's ability to accurately measure density under a variety of conditions, including coarse or fine aggregate in mix, presence of internal and/or surface moisture, sample area, and sample depth. Both the PaveTrackerTM and the PQI Model 300 were evaluated in the field by measuring density of measurement locations at each of 24 project sites and comparing to corresponding values measured by a nuclear gauge and laboratory tests. Recommendations for practice, including expected payoff results in using them, are given.Current non-nuclear methods of measuring asphalt pavement density use electrical properties of asphalt. Two known instruments, the PaveTrackerTM and the PQI Model 300, estimate pavement density by inferring the relative proportion of air-filled voids in the asphalt from a measure of dielectric permittivity. Under this project, currently available and new methods of determining in-place asphalt density were investigated. The investigation included a laboratory study of the PaveTrackerTM's ability to accurately measure density under a variety of conditions, including coarse or fine aggregate in mix, presence of internal and/or surface moisture, sample area, and sample depth. Both the PaveTrackerTM and the PQI Model 300 were evaluated in the field by measuring density of measurement locations at each of 24 project sites and comparing to corresponding values measured by a nuclear gauge and laboratory tests. Recommendations for practice, including expected payoff results in using them, are given.Rev

Coordination of load response instrumentation of SHRP pavements-- Ohio University

"May, 1999."; Includes bibliographical references (p. 205-206).; Final report.; Performed in cooperation with the Ohio Dept. of Transportation and the Federal Highway Administration under; Harvested from the web on 12/16/05The Ohio Department of Transportation constructed an experimental pavement for the Strategic Highway Research Program (SHRP) on U.S. 23 north of Columbus, which included 40 asphalt and concrete test sections in the SPS-1, 2, 8 and 9 experiments. These sections controlled various combinations of structural parameters known to affect performance. To enhance the value of this pavement, sensors were installed in 18 test sections to continuously monitor temperature, moisture and frost within the pavement structure, and 33 test sections were instrumented to monitor strain, deflection and pressure generated by environmental cycling and dynamic loading. Also, two weigh-in motion systems and a weather station were installed to continuously gather the necessary traffic and climatic information required to properly interpret the performance data. Six universities, including Ohio University, which coordinated this effort, were responsible for installing and monitoring the instrumentation. Nondestructive testing conducted with the FWD and Dynaflect, and five series of controlled vehicle tests were performed between 1995 and 1998 to assess the response of these test sections to dynamic loading. This report documents how the instrumentation was installed and monitored, provides details of controlled vehicle tests, and summarizes results of the nondestructive testing

Other title: Detection of segregation in asphalt concrete pavement

"June 2021."; "Final report."; Includes bibliographical references (pages 38-41); Final technical report; Sponsored by Ohio Department of Transportation, Office of Statewide Planning & Research ; PID: 111441 ; SJN: 136126 ; Agreement #34657 (Task 1)Segregation in asphalt pavement can manifest either as variation in the gradation of the aggregate in the asphalt mix (gradation segregation) or as variation in the temperature (thermal segregation), and both may occur together. Perhaps the primary cause of segregation is improper handling during mixing, transportation, and placement of the asphalt, which can occur at the silo or at the end of the load or elsewhere in the paving process. This report includes a literature review, national survey of state DOTs, and review of construction and materials specifications to assess the current state of the practice in mitigating segregation in asphalt pavement. Recommendations for possible implementation are give

Re-rounding of deflected thermoplastic conduit. Phase 1

"Interim Report, March 2017"--Title page.; "FHWA/OH-2017-12"--Technical report documentation page.; Includes bibliographical references (page 8).; Phase 1 Interim report.; Sponsored by: Ohio Department of Transportation; State job No. 135322This study investigated the potential benefits of re-rounding of thermoplastic pipe, a process for reducing the deflection of installed pipes by drawing a vibrating mandrel through the pipe. A survey of state DOTs revealed that practice is used rarely, if ever, and the literature on the topic is very sparse, limited to reports on vendor demonstrations. Two contractors were contacted and results of the interviews are included. A plan for a detailed study under controlled conditions and in the field is presented

Continued monitoring of instrumented pavement in Ohio

"December 2002."; Final report.; Performed by Dept. of Civil Engineering, Ohio University in cooperation with the Federal Highway Administration for Ohio Dept. of Transportation under state job no.; Harvested from the web on 12/19/05Performance and environmental data continued to be monitored throughout this study on the Ohio SHRP Test Road. Response testing included three new series of controlled vehicle tests and two sets of nondestructive tests. Cracking in two SPS-2 sections with lean concrete base confirmed observations elsewhere that PCC pavement may not perform well when placed on rigid base. Of the five types of base material used on LOG 33 and evaluated for their effect on AC pavement performance, deflection measurements on the asphalt treated base fluctuated most with changes in temperature. None of the other bases were sensitive to temperature. Cement treated base had the lowest deflection. On unbound material, bases containing large size stone gave the lowest deflection. The preponderance of data collected in the laboratory and at the ERI/LOR 2 site suggests that PCC pavement performs poorly on 307 NJ and CTFD bases. All sections with 25-foot slabs, except those with ATFD base, and the section with 13-foot slabs on 307 NJ base had significant transverse cracking. The 13-foot long slabs with 307 NJ base also had some longitudinal cracking. Considering the relatively short time these pavement sections had been in service, this level of performance was considered unacceptable. The ATFD base appeared to be performing best. On JAC/GAL 35, subgrade stiffness had a significant effect on dowel bar response. Looseness around dowel bars affected their ability to transfer load. Larger diameter and stiffer dowel bars provided better load transfer across PCC joints. The most effective dowel bar in these tests was the 1.5" diameter steel bar. The performance of 1" steel dowel bars were similar to 1.5" fiberglass bars. One-inch diameter fiberglass dowel bars were not recommended for PCC pavement. While undercutting PCC joint repairs initially reduced the forces in dowel bars, the effectiveness of the undercut diminished over time. Dowel bar forces were about the same in the Y and YU types of joint repairs after some time.Performance and environmental data continued to be monitored throughout this study on the Ohio SHRP Test Road. Response testing included three new series of controlled vehicle tests and two sets of nondestructive tests. Cracking in two SPS-2 sections with lean concrete base confirmed observations elsewhere that PCC pavement may not perform well when placed on rigid base. Of the five types of base material used on LOG 33 and evaluated for their effect on AC pavement performance, deflection measurements on the asphalt treated base fluctuated most with changes in temperature. None of the other bases were sensitive to temperature. Cement treated base had the lowest deflection. On unbound material, bases containing large size stone gave the lowest deflection. The preponderance of data collected in the laboratory and at the ERI/LOR 2 site suggests that PCC pavement performs poorly on 307 NJ and CTFD bases. All sections with 25-foot slabs, except those with ATFD base, and the section with 13-foot slabs on 307 NJ base had significant transverse cracking. The 13-foot long slabs with 307 NJ base also had some longitudinal cracking. Considering the relatively short time these pavement sections had been in service, this level of performance was considered unacceptable. The ATFD base appeared to be performing best. On JAC/GAL 35, subgrade stiffness had a significant effect on dowel bar response. Looseness around dowel bars affected their ability to transfer load. Larger diameter and stiffer dowel bars provided better load transfer across PCC joints. The most effective dowel bar in these tests was the 1.5" diameter steel bar. The performance of 1" steel dowel bars were similar to 1.5" fiberglass bars. One-inch diameter fiberglass dowel bars were not recommended for PCC pavement. While undercutting PCC joint repairs initially reduced the forces in dowel bars, the effectiveness of the undercut diminished over time. Dowel bar forces were about the same in the Y and YU types of joint repairs after some time

Other title: Implementation of Structural design methodology for spray applied pipe liners

Final report; Additional information provided in email: SJN 136124; "Contract or grant no.: Agreement #34652 (Task 4)"--[Technical report documentation page]; "August 2022."; Page numbers identified as "Page x of 31"; last numbered page is 29; Includes bibliographical references (page 29)A recently completed pooled fund study report on the structural design methodology of spray applied pipe liners [Najafi et al., 2021] was reviewed. The objective was to take a very lengthy and detailed report and determine how the findings could be applied via a more concise document. The research team reviewed in detail the laboratory study, field study, finite element model, and design equations. Some issues are identified and discussed, and recommendations for improvements in studying the problem are mad

Structural response of high performance concrete pavement

Executive summary laid in.; "March, 2002."; Includes bibliographical references (p. 93-94.).; Final report.; Prepared in cooperation with Ohio Department of Transportation and U.S. Department of Transportation, Federal Highway Administration under state job nos.; Harvested from the web on 12/28/05Rigid 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.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