Performance of Original and Resurfaced Pavements on the Illinois Freeway System PDF Download
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Author: Publisher: ISBN: Category : Pavements Languages : en Pages : 136
Book Description
In previous studies, the performance of bare and resurfaced jointed reinforced concrete pavement (JRCP) and continuously reinforced concrete pavement (CRCP) on the Illinois freeway system was assessed by survival analyses. In this study, the 1994 data have been used to update the survival analysis of JRCP and CRCP and to carry out an initial survival analysis on the full depth asphalt sections (HMAC) of the Illinois freeway system. First and second asphalt concrete (AC) overlays were analyzed separately. Data for the survival analysis were retrieved from the Illinois Pavement Feedback System (IPFS) database. The Illinois freeway system consists of over 2,000 centerline miles (3,218 km) of heavily trafficked multiple-lane pavements which were constructed largely between 1957 and 1994. As of 1994, about 32% of these pavements had been overlaid once with AC ranging in thickness from 1.5 to 7.0 in. (3.8 to 17.8 cm). About 26% of these have been overlaid for the second time with AC ranging in thickness from 1.5 to 7 in. (3.8 to 17.8 cm).
Author: Publisher: ISBN: Category : Pavements Languages : en Pages : 136
Book Description
In previous studies, the performance of bare and resurfaced jointed reinforced concrete pavement (JRCP) and continuously reinforced concrete pavement (CRCP) on the Illinois freeway system was assessed by survival analyses. In this study, the 1994 data have been used to update the survival analysis of JRCP and CRCP and to carry out an initial survival analysis on the full depth asphalt sections (HMAC) of the Illinois freeway system. First and second asphalt concrete (AC) overlays were analyzed separately. Data for the survival analysis were retrieved from the Illinois Pavement Feedback System (IPFS) database. The Illinois freeway system consists of over 2,000 centerline miles (3,218 km) of heavily trafficked multiple-lane pavements which were constructed largely between 1957 and 1994. As of 1994, about 32% of these pavements had been overlaid once with AC ranging in thickness from 1.5 to 7.0 in. (3.8 to 17.8 cm). About 26% of these have been overlaid for the second time with AC ranging in thickness from 1.5 to 7 in. (3.8 to 17.8 cm).
Author: Publisher: ISBN: Category : Pavements Languages : en Pages : 138
Book Description
In previous studies, the performance of bare and resurfaced jointed reinforced concrete pavement (JRCP) and continuously reinforced concrete pavement (CRCP) on the Illinois freeway system was assessed by survival analyses. In this study, the 1994 data have been used to update the survival analysis of JRCP and CRCP and to carry out an initial survival analysis on the full depth asphalt sections (HMAC) of the Illinois freeway system. First and second asphalt concrete (AC) overlays were analyzed separately. Data for the survival analysis were retrieved from the Illinois Pavement Feedback System (IPFS) database. The Illinois freeway system consists of over 2,000 centerline miles (3,218 km) of heavily trafficked multiple-lane pavements which were constructed largely between 1957 and 1994. As of 1994, about 32% of these pavements had been overlaid once with AC ranging in thickness from 1.5 to 7.0 in. (3.8 to 17.8 cm). About 26% of these have been overlaid for the second time with AC ranging in thickness from 1.5 to 7 in. (3.8 to 17.8 cm).
Author: Nasir G. Gharaibeh Publisher: ISBN: Category : Pavements, Reinforced concrete Languages : en Pages : 118
Book Description
This report reviews the design and performance of continuously reinforced concrete pavement (CRCP) in Illinois. Illinois has built over 4,267 two-lane km (2,650 miles) of CRCP on the Interstate system since the mid-1950s. CRCP has been constructed on nearly all urban freeways in the Chicago area and has shown excellent performance under severe weather and heavy traffic conditions. The effect of key design and construction parameters on long-term CRCP performance is investigated using a database that was compiled based on field surveys conducted from 1977 to 1994 by the Illinois Department of Transportation (I DOT). Analysis of the data shows the following variables have significant effects on performance: longitudinal reinforcement content (greatest effect of all variables), slab thickness (also very significant), traffic load applications, depth of reinforcement, base type, and 0-cracking of concrete. CRCP built with tubes or chairs exhibited overall about the same performance. Experimental field studies in Illinois showed that depth of reinforcement has a large effect on crack width and, eventually, on punchouts.
Author: Cynthia J. Wilson Publisher: ISBN: Category : Interstate 80 Languages : en Pages : 84
Book Description
This report presents findings on the past, present, and expected future performance and rehabilitation needs of the pavement on the Interstate 1-80 highway corridor that transverses northern Illinois. The results presented herein cover the time period from initial construction in the 1960's through 2015. The objective of this study is to provide information for lDOT management and engineers to assist in maintaining this critical east-west highway in operating condition and to determine the funding needed for long-term planning and programming. The results are also useful in planning a future rehabilitation strategy to minimize disruption to the traveling public.
Author: Publisher: ISBN: Category : Pavements Languages : en Pages : 308
Book Description
The continued preservation of ADOT's pavements becomes an ever- increasing issue as non-renewable resources such as mineral aggregate become more and more difficult to obtain. Historically, ADOT's design philosophies have resulted in strategies that consist primarily of mill and fill and overlay. These pavement strategies are designed for approximately a ten year life, at which time, another similar treatment would be performed. Proper design philosophies evaluate life cycle costs to select the best available design option. However, the life cycle cost consists of both the construction cost and the user cost incurred by the public through delay, etc. While construction costs are easily defined, user costs are very difficult to quantify and often times may actually exceed the actual cost of the facility being constructed. Since the user costs are not directly borne by the agency, it becomes somewhat of a philosophical discussion as to what user costs should be considered. In recent times, mineral aggregate sources have become increasingly more difficult to obtain in Arizona. However, our current design philosophies and economics requires needing new materials approximately every ten years. There is a need to consider reconstruction of significant roadways so that they can obtain design lives, perhaps as many as thirty to forty years before rehabilitation or reconstruction.
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Author: Hans Beushausen
Author: Nasir G. Gharaibeh
Author: Cynthia J. Wilson
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Author: Nasir G. Gharaibeh
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