Author: Allen L. SehnPublisher:
ISBN:
Category : Pavements
Languages : en
Pages : 188
Book Description
Research Project
Author: Allen L. SehnPublisher:
ISBN:
Category : Pavements
Languages : en
Pages : 188
Book Description
Coordination of Load Response Instrumentation of SHRP Pavements
Author: José Ludwig FigueroaPublisher:
ISBN:
Category : Pavements
Languages : en
Pages : 206
Book Description
The 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.
Load Response Instrumentation of SHRP Pavement
Author: A. BodocsiPublisher:
ISBN:
Category : Pavements
Languages : en
Pages : 4
Book Description
As part of its support for the Strategic Highway Research Program (SHRP), the Ohio Department of Transportation, in conjunction with the Federal Highway Administration constructed a comprehensive test road encompassing four of nine experiments in the Specific Pavement Studies (SPS) of SHRP. The 3.4 mile long project is located on US 23 in Delaware County. The Ohio/SHRP test road is a four lane divided highway constructed in the 170 foot wide median of the existing facility. The new southbound lanes were constructed of asphalt concrete (AC) and contain the SPS-1 and SPS-9 experiment. The new northbound lanes were constructed using Portland cement concrete (PCC) and contain the SPS-2 experiment. Once ODOT decided to participate in the SHRP, staff engineers viewed this as an opportunity to obtain pavement response data for validating and calibrating pavement analysis models. After review of the experimental design of the SHRP sections, thirty three of the forty original sections were chosen for environmental and dynamic load response instrumentation using a total of 1296 gages for measuring strain, deflection, pressure, moisture, temperature, and frost depth. Research was needed to calibrate, install, and to measure pavement response during controlled loading, moisture and temperature in the pavement structure, and climatic conditions above the pavement. Due to the large number of gages being installed, the effort was divided among six universities. The University of Cincinnati was one of two universities responsible for the calibration and installation of dynamic response instrumentation.
Load Response Instrumentation of SHRP Pavements--the University of Cincinnati
Author: A. BodocsiPublisher:
ISBN:
Category : Pavements
Languages : en
Pages : 2
Book Description
In 1995 and 1996 the Ohio Department of Transportation, 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, Ohio. 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 of the contraction joints in the northbound driving lanes of the PCC pavement. Ten pavement sections were chosen to measure joint movements in both the Winter and Summer seasons. Five consecutive joints were selected in each section. Brass plugs were installed at each joint to allow manual measurement of the joint movements. Measurements were made during the morning and afternoon, both in the Winter and the Summer of 1998. The results were used to investigate the effect of the following factors on the design and performance of joints in PCC pavements with 15-ft joint spacings: strength of concrete, thickness of the PCC pavement, type of base, and range of temperatures. The results provide further data to researchers and designers for the selection of appropriate sealant materials.
Coordination of Load-response Instrumentation of SHRP Pavements - Ohio University
Author: Shad M. SargandPublisher:
ISBN:
Category : Pavements
Languages : en
Pages : 1
Book Description
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. Two weigh-in-motion systems and a weather station were installed to continuously gather traffic and climatic information. This report documents how the instrumentation was installed and monitored, provides details of the controlled vehicle tests, and summarizes results of the nondestructive testing.
Seasonal Instrumentation of SHRP Pavements, the Ohio State University
Author: William Edward WolfePublisher:
ISBN:
Category : Pavements
Languages : en
Pages : 46
Book Description
Environmental instruments to measure temperature, soil moisture and frost depth were installed at five test sections of the SHRP pavement project on U.S. 23 north of Delaware, Ohio. At three of these locations tensiometers, which a designed to measure negative pore pressures, were added to the instrumentation package. The pore pressures as recorded by the tensiometers have increased from initially negative to positive values at each location and throughout the profile in the first year after installation of the instrument package was completed. At the same time, data collected from the moisture probes were showing a corresponding increase in soil moisture content. Samples of an aggregate base and clayey subgrade material were collected at several locations on the DEL 23 project by ODOT. They were delivered to the OSU soil mechanics laboratory for classification and permeability determination. The aggregate base conformed to ODOT material specification Item 304. Measured permeability coefficients ranged between 2x10 [to the minus 2] and 2.9x10 [to the minus 2] cm /sec. The clayey material was classified as a low plasticity clay (AASHTO Classification A-6 to A-7-6) with permeability coefficients ranging between 1x10 [to the minus 6] and 4x10 [to the minus 8] cm/sec.
Instrumentation of the WAY-30 Test Pavements
Author: Shad M. SargandPublisher:
ISBN:
Category : Pavements
Languages : en
Pages : 264
Book Description
The US Route 30 bypass of Wooster, Ohio, in Wayne County, "WAY-30", was constructed to demonstrate two types of extended service pavements, a long-life Portland cement concrete (PCC) pavement on the eastbound lanes and an asphalt concrete (AC) perpetual pavement on the westbound lanes. Both pavements are designed to provide 50 years or more of service with minimal maintenance (e.g. resurfacing). The PCC pavement structure features a thick and extra-wide slab on an asphalt treated base, while the AC pavement structure features a Superpave surface and a Fatigue Resistant Layer (FRL). Two sections in each direction were instrumented with pressure cells to monitor subgrade pressures and deep and shallow LVDTs to record pavement deflections. The AC test section also had transverse and longitudinal strain gages. A weather station was also used to monitor environmental conditions. Nondestructive testing of the subgrade was conducted prior to pavement placement. Pavement materials and samples were tested in the laboratory to determine material parameters. Controlled vehicle load and falling weight deflectometer tests were applied to the AC pavement shortly after the road opened to traffic in December 2005 and again under hot weather conditions in July 2006. Similar tests on the PCC pavement were conducted in December 2005 and August 2006. The response on both types of pavement met their respective design criteria. A verification analysis of the AC pavement response using the elastic layer system (ELS) simulation using material properties derived from laboratory and field sample data yielded unsatisfactory matches, suggesting that some refinement of the approach is needed
Application of Full-scale Accelerated Pavement Testing
Author: J. B. MetcalfPublisher: Transportation Research Board
ISBN: 9780309060080
Category : Accelerated life testing
Languages : en
Pages : 120
Book Description
This synthesis, which describes the state of the practice for full- scale accelerated pavement testing (APT), will be of interest to state department of transportation (DOT) pavement design and materials engineers; DOT research staff, including field and laboratory materials testing personnel; and private industry APT equipment suppliers. State DOT administration and management personnel will have a particular interest in the application of APT results toward more efficient and effective pavement designs. Local transportation agencies may also have an interest in the topic. This synthesis reviews the capabilities and limitations of the major APT facilities available worldwide and describes the role and application of full-scale accelerated pavement testing in the development of pavement technology. This report of the Transportation Research Board (TRB) presents data obtained from a review of the literature and a survey of the state DOTs, Canadian transportation agencies, and international organizations. A brief historical overview of APT, a discussion of the application of APT to research, and the application of APT to practice are included. Profiles of APT facilities throughout the world are included in an appendix.
Continued Monitoring of Instrumented Pavement in Ohio
Author: Publisher:
ISBN:
Category : Pavements
Languages : en
Pages : 164
Book Description
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.
Seasonal Instrumentation of SHRP Pavements
Author: Andrew G. HeydingerPublisher:
ISBN:
Category : Pavements
Languages : en
Pages : 76
Book Description
Seasonal Monitoring Program (SMP) instrumentation was installed in five sections at the Ohio Test Pavement in Delaware County, Ohio using Strategic Highway Research Program (SHRP) protocols developed for the Long-Term Pavement Performance (LTPP) group to the Federal Highway Administration (FHWA). The SMP instrumentation monitors pavements for temperature and pavement bases and subgrade soils for variations in moisture, temperature, and frost penetration. Time Domain Reflectometry (TDR) instrumentation was installed onsite in two sections for monitoring the moisture. Thermal conductivity sensors (TCS) were installed in four sections to measure soil moisture suction. Laboratory soil-water characteristic tests were conducted on remolded subgrade soil.--The TDR volumetric moisture contents typically varied by 10% to 15% from the driest to the wettest periods, but sometimes the variations were larger. The lower water contents occurred during the late winter/early spring months and the higher contents occurred during the late summer/early fall months. This reflects the climatic conditions that occurred. Some of the TDR moisture contents exceeded 40%, wich is greater than the soil porosity and therefore not possible. An equation for TDR volumetric water content developed for the FHWA yields lower water contents. Most of the thermal conductivity sensors are no longer within calibration. Data from sensors in calibration indicate very low matric suctions, which is consistent with high water contents. Soil-water characteristic relationships were obtained for the subgrade soil using trizxial and pressure plate apparatus. The relationships from the two tests are comparable. The soil exhibits some hysteresis when comparing drying and wetting curves.