The Joint Transportation Research Program serves as a vehicle for INDOT collaboration with higher education institutions and industry in Indiana to facilitate innovation that results in continuous improvement in the planning, design, construction, operation, management and economic efficiency of the Indiana transportation infrastructure. https://engineering.purdue.edu/JTRP/index_html AbstractINDOT (as well as several surrounding states) have observed that certain concrete pavements may show a susceptibility to joint deterioration. Unfortunately, by the time that this joint deterioration is observed it is often too late and costly partial depth repairs are needed. The deterioration is generally occurring in the joint behind the backer rod and joint sealant; as such, it is difficult to detect even if one is standing directly above the joint. This project investigated the use of electrical resistivity and ground penetrating radar as two techniques to detect premature joint deterioration. The thought process was that if the joint deterioration is determined at an early stage, low cost corrective actions can be taken to extend the life of the concrete. The electrical response was measured for mortars subjected to a temperature cycle from 23 °C to -35 °C, with varying degrees of saturation, and varying salt concentrations. The resistivity increased as the degree of saturation was reduced due to the reduction in the volume of the conductive medium and increase in tortuosity. Changes in resistivity were detected when cracking occurred in the sample. The magnitude of these changes was similar to that detected using changes in the ultrasonic wave speed. Ground penetrating radar (GPR) was used effectively to detect fluid accumulation in the saw-cut joint behind the joint sealant. The typical GPR waveforms are however difficult and time consuming to interpret. A signal processing approach called, referred to as the CID, was used to obtain a single number that reflects the potential for fluid in the joint. Scalar waveform features and the computed CID can be used to estimate which joints may contain fluid thereby providing insights into which joint sealant sections may need to be repaired or when a sufficient number of joints may contain fluid suggesting a larger joint maintenance effort be performed to seal the joints or the concrete.17.
This paper presents seal coat performance evaluations of various emulsion and aggregate application rates using three different evaluation methods: International Roughness Index (IRI), friction test, and visual evaluation. Then, considering the seal coat failure criteria, correction factors for seal coat application equipment are introduced. This study confirms the lack of relevance between seal coat application and IRI values because of the thickness of a seal coat. In addition, friction improvements caused by seal coat applications were confirmed within the range of seal coat rates applied. Overall, IRI, friction, and visual inspection did not reveal distinct differences in seal coat performance in terms of application rates in the testing range. Accordingly, seal coats with rates based on the McLeod method showed acceptable performance. The aggregate application rate should be high enough to protect the seal coat from immediate failure during construction but low enough to avoid unacceptable levels of accumulated fines content. Furthermore, immediate failure occurring locally during construction because of incorrect application rate (e.g., insufficient aggregate rate) can cause total failure of a seal coat road because of a chain reaction. However, discrepancies between designed rates and applied rates were observed in the study even after the seal coat equipment was calibrated prior to operation. The equipment factor for aggregate can compensate for rate discrepancies between the target and actual application rates. It was found that the designed emulsion application rate does not need to be corrected for the emulsion distributor because the emulsion rate discrepancy has an insignificant impact on a seal coat’s performance.
Subsurface drainage is important for long-term pavement performance. Rational procedures to analyze and evaluate the design, reliability, and effectiveness of subsurface drainage systems are needed in order for their use to be recommended with confidence. Three pavement subdrainage test sections were constructed in 1995 on the eastbound driving lane of I-469 in Indiana, at the northern junction with I-69, between Stations 150+05 and 173+40. Presented are the original laboratory characterization and mechanistic evaluation for permanent deformation and stability of the test sections employing finite element analysis. Triaxial tests were conducted on all pavement layers of the sections. Falling weight deflectome-ter evaluations in 1995 and 1998 are also presented. Such measurements are not available after 1998 because compliance with Indiana Department of Transportation safety regulations is required at that location. Finite element analyses were conducted by using laboratory-measured material properties to predict pavement response to falling weight deflec-tometer loads, compare predicted and measured deflections, examine layer shear stability for shear stress and strength, and predict rutting. Long-term pavement performance indicators up until 2007 (including international roughness index and ground penetration radar), after 12 years of heavy truck traffic, are also presented. Finite element analysis predicted very well the deflections measured by the falling weight deflectometer and accumulated rutting of the three test sections. Comparisons of shear stresses and strengths indicated that the sections were stable. All long-term evaluations indicated that all drainage layers in the study sections have performed their function adequately and protected the subgrade.
Because of the evident advantages associated with the smooth tire for the measurement of pavement friction, many highway agencies have become interested in the smooth tire. Pavement friction is the result of tire–pavement interaction. Because of the differences between ribbed and smooth tires, experiences with the ribbed tire may not apply to the smooth tire. Therefore, it is of great importance to evaluate those issues associated with the use of the smooth tire in network pavement inventory friction testing, such as variations in the friction testing system, seasonal friction variations, spatial friction variations, and temporal friction variations. The Indiana Department of Transportation (InDOT) has been using the smooth tire in the network pavement inventory friction test program since 1996. Large amounts of friction data have been obtained in the InDOT friction test track and network pavements. This paper presents the variations in the friction measurements obtained with the smooth tire because of testing system errors and seasonal and temperature effects. The paper also presents the spatial and temporal variations in the friction measurements. It was thought that the results provided in this paper would be useful for highway agencies for determination of test cycle, test spacing, and friction corrections for their network pavement inventory friction testing programs.
scite is a Brooklyn-based organization that helps researchers better discover and understand research articles through Smart Citations–citations that display the context of the citation and describe whether the article provides supporting or contrasting evidence. scite is used by students and researchers from around the world and is funded in part by the National Science Foundation and the National Institute on Drug Abuse of the National Institutes of Health.
hi@scite.ai
10624 S. Eastern Ave., Ste. A-614
Henderson, NV 89052, USA
Copyright © 2024 scite LLC. All rights reserved.
Made with 💙 for researchers
Part of the Research Solutions Family.