EVALUATION PAVEMENT DISTRESSES USING PAVEMENT CONDITION INDEX

Pavement deterioration is resulted by both environmental and structural causes. It is difficult to maintain the road on the same specification that was owned at the opening and problems start to appear represented in the pavement cracks, holes and undulations and so on. Recognizing defects and understanding their causes helps us rate pavement condition and select cost-effective repairs. Periodic inspection is necessary to provide current and useful evaluation data. It is recommended that ratings be updated every year. Maintenance is an essential practice in providing for the long-term performance and the esthetic appearance of an asphalt pavement. The purpose of pavement maintenance is to correct deficiencies caused by distresses and to protect the pavement from further damage. A condition rating of the pavement will help determine what pavement maintenance technique is necessary. A methodology was proposed to investigate the pavement condition; this study focuses on flexible pavement. A manual survey is performed following ASTM D 6433. The pavement is divided into sections. Each section is divided into sample units. The type and severity of sample distress is assessed by visual inspection of the pavement sample units and the quantity of each distress is measured. Typically, this procedure requires a team of at least two engineers. The pavement evaluation results from the manual PCI survey revealed that all sections of road were fair condition. Considered the section of road that surveyed, describing the condition pavement of the all road. The pavement that has been studied at Koums area would seem to require maintenance. Thick overlay (sometimes called surface treating) is needed in a comprehensive pavement

Public Perceptions of the Midwest’s Pavements: Policies and Tradeoffs in Pavement Improvement

With the budget crisis plaguing so many states, pavement management will compete more vigorously for limited funds. Findings reported from a tri-state pooled-fund research project provide insights and guidelines for pavement improvement derived from the perceptions of the driving public. The Phase II responses from statewide surveys in Iowa, Minnesota, and Wisconsin address the topics of perceptions of the State Departments of Transportation (DOTs), pavement repair tradeoffs, and pavement evaluation. The results disclose specific public perceptions of priorities for spending limited highway funds. Implications for pavement management, policy, planning, as well as for marketing to garner additional funds are explored

PERENCANAAN DESAIN PERKERASAN KAKU (RIGID PAVEMENT) MENGGUNAKAN METODE BINA MARGA 2017 DAN AASHTO 1993 JALAN TOL SERPONG – BALARAJA SEKSI 1B STA 5+150 – STA 9+845

This final assignment examines rigid pavement on toll roads. The purpose of this planning is to plan the pavement design and budget the costs that need to be incurred in toll road planning. So it is necessary to plan the pavement using the 2017 Bina Marga and AASHTO 1993 methods. The data required includes traffic volume data, rainfall data, technical data, soil data. After collecting all the data, planning is carried out using the 2017 Bina Marga and AASHTO methods. 1993 then ended with a RAB calculation that was in accordance with the thickness of the pavement planned for the Serpong – Balaraja toll road so that the design results using the 1993 AASHTO method produced a concrete slab thickness of 42 cm and a foundation layer of 10 cm, whereas in planning using the 2017 Bina Marga method the thickness was obtained. concrete slab around 30.5 cm, foundation layer (LC) 10 cm and foundation layer under class B aggregate 15 cm. Meanwhile, the cost budget plans obtained from each method have different results. For the 2017 Bina Marga rigid pavement method, the planned cost is IDR 73,721,843,085.0. Meanwhile, using the AASHTO 1993 method, the resulting cost plan is IDR 93,313,825,729. This cost budget plan has differences due to different rigid pavement thickness planning results

Investigating the Feasibility of Integrating Pavement Friction and Texture Depth Data in Modeling for INDOT PMS

Under INDOT’s current friction testing program, the friction is measured annually on interstates but only once every three years on non-interstate roadways. The state’s Pavement Management System, however, would require current data if friction were to be included in the PMS. During routine pavement condition monitoring for the PMS, texture data is collected annually. This study explored the feasibility of using this pavement texture data to estimate the friction during those years when friction is not measured directly. After multi0ple approaches and a wide variety of ways of examining the currently available data and texture measuring technologies, it was determined that it is not currently feasible to use the texture data as a surrogate for friction testing. This is likely because the lasers used at this time are not capable of capturing the small-scale pavement microtexture. This situation may change, however, with advances in laser or photo interpretation technologies and improved access to materials data throughout the INDOT pavement network

Improving a pavement-watering method on the basis of pavement surface temperature measurements

Pavement-watering has been studied since the 1990's and is currently considered a promising tool for urban heat island reduction and climate change adaptation. However, possible future water resource availability problems require that water consumption be optimized. Although pavement heat flux can be studied to improve pavement-watering methods (frequency and water consumption), these measurements are costly and require invasive construction work to install appropriate sensors in a dense urban environment. Therefore, we analyzed infrared camera measurements of pavement surface temperatures in search of alternative information relevant to this goal. Firstly, surface temperature reductions of up to 4{\textdegree}C during shading and 13{\textdegree}C during insolation were found. Secondly, the infrared camera successfully detected temperature spikes indicative of surface drying and can therefore be used to optimize the watering frequency. Measurements made every 5 min or less are recommended to minimize relevant data loss. Finally, if the water retaining capacity of the studied pavement is known, optimization of total water consumption is possible on the sole basis of surface temperature measurements.Comment: Published in Urban Climat

Sustainable approaches for stormwater quality improvements with experimental geothermal paving systems

This article has been made available through the Brunel Open Access Publishing Fund.This research assesses the next generation of permeable pavement systems (PPS) incorporating ground source heat pumps (geothermal paving systems). Twelve experimental pilot-scaled pavement systems were assessed for its stormwater treatability in Edinburgh, UK. The relatively high variability of temperatures during the heating and cooling cycle of a ground source heat pump system embedded into the pavement structure did not allow the ecological risk of pathogenic microbial expansion and survival. Carbon dioxide monitoring indicated relatively high microbial activity on a geotextile layer and within the pavement structure. Anaerobic degradation processes were concentrated around the geotextile zone, where carbon dioxide concentrations reached up to 2000 ppm. The overall water treatment potential was high with up to 99% biochemical oxygen demand removal. The pervious pavement systems reduced the ecological risk of stormwater discharges and provided a low risk of pathogen growth

Bumpy Roads Ahead: America's Roughest Rides and Strategies to Make our Roads Smoother

These days, potholes and pavement deterioration make it a challenge to keep the wheel steady on America's roads and highways. More than a quarter of the nation's major urban roadways -- highways and major streets that are the main routes for commuters and commerce -- are in poor condition. These critical links in the nation's transportation system carry 78 percent of the approximately 2 trillion miles driven annually in urban America. With state and local governments unable to adequately fund road repairs and with the current federal surface transportation program set to expire on September 30, 2014, road conditions could get even worse in the future. In this report, TRIP examines the condition of the nation's major urban roads, including pavement condition data for America's most populous urban areas, recent trends in travel, the latest developments in repairing roads and building them to last longer, and the funding levels needed to adequately address America's deteriorated roadways. For the purposes of this report, an urban area includes the major city in a region and its neighboring or surrounding suburban areas. Pavement condition data are the latest available and are derived from the Federal Highway Administration's (FHWA) 2011 annual survey of state transportation officials on the condition of major state and locally maintained roads and highways, based on a uniform pavement rating index. The pavement rating index measures the level of smoothness of pavement surfaces, supplying information on the ride quality provided by road and highway surfaces

Public Perceptions of the Midwest’s Pavements - Iowa - Phase III

There are several objectives to this report. The first objective is to describe the sample with regard to the physical pavement data and three measures of driver satisfaction. In this section, the proportion of respondents who are satisfied with pavements on two-lane, rural, state highways will be examined and the distribution of pavement condition and roughness indices will be presented. The second objective will be a short description of the highway segments and any differences in satisfaction found between regions and pavement types. This was done in Phase II in each state and a letter sent showing the results in all three states. That letter sets forth the revised work plan and budget for Phase III of the project. The third objective is to describe the relationship between physical pavement characteristics and driver satisfaction. This will include a description of both the magnitude of relationship as well as identifying critical International Road Index (IRI) and Pavement Condition Index (PCI) cutoffs where a majority of the sample were satisfied. This will be done for comparative purposes with the Phase II approach, using the total sample to compute cumulative percentages responding to each of the three series of satisfaction questions

Green Up Pavement Rehabilitation Design Tool

While designers produce pavement rehabilitation recommendations every day, for projects of all sizes, most designers have little information on the environmental impact of their recommendations. This research developed a new decision tool, called the “Green Up Pavement Rehabilitation Design Tool,” to allow the comparison of different rehabilitation solutions in terms of greenhouse gas emissions and to encourage sustainable practices such as materials recycling and the use of permeable, cool, and quiet pavement surfaces. The project aligns with the major goal of California Senate Bill 1, which is “to address deferred maintenance on the state highway system and the local street and road system,” by providing a rehabilitation strategy selection tool as well as an educational tool to promote sustainable pavement practices. The Green Up graphic and the overall methodology were finalized in consultation with representatives of the portland cement concrete and asphalt industries in California. For designers interested in learning more, the tool includes fact sheets about sustainable pavement rehabilitation strategies and links to additional online resources