Last edited by Nikoshura
Tuesday, November 17, 2020 | History

3 edition of Field evaluation of alternative load transfer device locations in low-traffic volume pavements found in the catalog.

Field evaluation of alternative load transfer device locations in low-traffic volume pavements

Cable, James K.

Field evaluation of alternative load transfer device locations in low-traffic volume pavements

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  • 6 Currently reading

Published by Dept. of Civil, Construction and Environmental Engineering, Iowa State University in Ames, Iowa .
Written in English

    Subjects:
  • Pavements, Concrete -- Joints.,
  • Low-volume roads.,
  • Dowels.,
  • load transfer.

  • Edition Notes

    Statementby James K. Cable, S.J. Somsky, and L.E. Edgar.
    ContributionsSomsky, S. J., Edgar, L. E., Iowa. Highway Division., Iowa Highway Research Board.
    Classifications
    LC ClassificationsTE278.2 .C33 2003
    The Physical Object
    Pagination1 v. (various pagings) :
    ID Numbers
    Open LibraryOL3461134M
    LC Control Number2005414943
    OCLC/WorldCa57894501

    bituminous pavements at the Transportation Research Board Annual Meeting. The Evaluation of Top-Down Cracking in Thick Asphalt Pavements and the It cannot be used to explain the load carrying characteristics of the pavement with respect to fatigue, rutting, and temperature cracking. Thus, a newer approach to. 24 on low-volume roads versus an average of for higher-volume roads (4). For more 25 information on low-volume roads and their impacts the reader is referred to Faiz, (5). 26 Clearly, low-volume roads are an important part of the nation’s transportation 27 infrastructure. The testing and analysis resulted in the evaluation of various mechanistic models and the selection of WESLEA for flexible pavements and ISLAB for rigid pavements. Many of the strain sensors, installed during construction in or , no longer worked limiting the number of test cells available and the scope of the study.


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Field evaluation of alternative load transfer device locations in low-traffic volume pavements by Cable, James K. Download PDF EPUB FB2

Field Evaluation of Alternative Load Transfer Device Locations in Low Traffic Volume Pavements 7. Author(s) 8. Performing Organization Report No. James K. Cable, S. Somsky, and L. Edgar 9. Performing Organization Name and Address Work Unit No. (TRAIS) Contract or Field evaluation of alternative load transfer device locations in low-traffic volume pavements book No.

() Field Evaluation of Alternative Load Transfer Device Locations in Low Traffic Volume Pavements, TR, Transportation, Department of. Field Evaluation of Alternative Load Transfer Device. Project: “Field Evaluation of Alternative Load Transfer Device Locations in Low Traffic Volume Pavements” (Started in July ) [44] Project: “Identification of Critical Stress Concentration Around Dowel Bars”.

ing and verifying a load transfer efficiency determination procedure developed in a previous study. To test the suit­ ability of the procedure for implementation, similar mea­ surements were taken on field sections for the evaluation of load transfer efficiency across transverse joints and iv cmcks in rigid pavements in.

service. The. for rigid pavements included in the Long-Term Pavement Performance (LTPP) program. Using deflection testing data, load transfer efficiency parameters were determined and joint stiffnesses were backcalculated.

Trend analysis was performed to evaluate the effect of design features and side conditions on load transfer efficiency. “Load transfer” is a term used to describe the transfer (or distribution) load across discontinuities such as joints or cracks (AASHTO, {{1}}).

When a wheel load is applied at a joint or crack, both the loaded slab and adjacent unloaded slab deflect. The amount the unloaded slab deflects is directly related to joint performance. of maximum deflection during set up, the effective load duration is longer at close offsets than at the more distant points.

The Deflectograph is, in essence, a pair of automated Benkelman Beams mounted under a truck. This enables point testing at user-specified locations in the.

Impact Low-Volume Roads Manual and this subsequent Low-Volume Roads Engineering Best Management Practices Field Guide. These individuals have had the vision and commitment to preserving and enhancing the quality of our environment, while also recognizing the need for good roads.

Futhermore, they recognize the planning, design, mainte. This report documents an evaluation of load transfer efficiency (LTE) of dowel jointed concrete pavements.

Measurement of load transfer efficiency of transverse joints in concrete pavements is universally conducted using FWD device.

LTE is an important parameter affecting pavement performance. Due to the. Load Transfer. Each type of joint provides a different ability to transfer load across slabs. This ability is termed load transfer efficiency (or effectiveness). It is determined as shown in the figure. Note how both sides of the joint deflect evenly at % load transfer efficiency.

Load transfer is. Keywords: PCC Evaluation, Accelerated pavement Testing, Load Transfer Efficiency, Aggregate interlock Background Concrete pavements have been designed and constructed in South Africa using “modern” technology since The performance of several of these sections has and is still being monitored and the information is being used in.

Design traffic for low volume, heavily loaded pavements. This paper presents the various aspects of the determination of design traffic loading on pavements carrying light volumes but often heavily loaded vehicles. There are a number of conditions which exist in western areas which make the collection of adequate traffic data a difficult task.

Cracking in rigid pavements is one of the most common problems that occur due to deformation of the pavement or its deterioration, caused by several factors namely passage of heavy load trucks. Prior to any real-time traffic measurements, the portable WIM system was calibrated using a TxDOT dump truck (Class 6).

The axle weights of the truck were measured using static weigh scales (see Fig. 3).A representative calibration factor (CF) was obtained by making calibration runs at different temperatures, i.e., morning (low temperature) and afternoon (high temperature) and by.

The most commonly used equivalent load in the U.S. is lb (80 kN) equivalent single axle load (normally designated ESAL). At the time of its development (early s at the AASHO Road Test) it was much easier to use a single number to represent all traffic loading in the somewhat complicated empirical equations used for predicting.

• bituminous pavements including cement-treated base course or semirigid pavements. Bituminous pavements are by far most common and this presentation will concentrate on them but deal also semi-rigid pavements. Rigid pavements are omitted here. The exact behavior of pavements under wheel load is.

We use your LinkedIn profile and activity data to personalize ads and to show you more relevant ads. You can change your ad preferences anytime. traffic volume and highway classification. The second investigation (7) employed a slightly different methodology but focused attention on estimation of axle load distributions at one location on the basis of measure­ ments at other locations.

It was concluded that design axle load distributions should be. better estimate pavement axle load capacity through mechanistic-empirical analysis, the selection of appropriate damage models is an important part of the TONN procedure development. Eighteen different failure criteria models (in fatigue cracking, subgrade deformation, and base failure) for asphalt pavements were identified and reviewed.

LOAD TESTING OF INSTRUMENTED PAVEMENT SECTIONS LITERATURE REVIEW Prepared by: Figure Fatigue damage to flexible pavements with a range of wear course field conditions and can result in a gross over or underestimation of damage seen in the field. As stated previously, traffic can be characterized on three aspects: volume, load, and damage or impact on pavements.

Load spectra store information about the volume and load by vehicle classes (from 4 to 13) and axle types (single, tandem, tridem and quad).

By a careful review of Eqs. This study investigated the impacts of overweight (OW) permit truck traffic on flexible pavement performance in Wisconsin using field investigation and analysis utilizing the AASHTOWare Pavement ME Design software.

A database of overweight single-trip permit truck records was analysed to produce a network of Wisconsin corridors heavily travelled by OW trucks. Traffic Loading and Volume Traffic is the most important factor in pavement design and stress analysis.

Traffic constitutes the load imparted on the pavement causing the stresses, strains and deflections in the pavement layers and the subgrade.

Hence the pavement design must account for the amount of traffic load expected over its design life. For rigid pavements, the required test load is either 9, or 12, lbf (40 or 53 kN) within±10 percent depending on an agency's normal deflection testing practices for rigid pavements.

In any event, the deflections have to be normalized (scaled up or down) to the target load level in an agency's analysis package of choice. Even in developed areas, low traffic volumes at the ends of the transportation network may warrant roads with low conventional design standards. LVRs often just evolved, and engineering was an afterthought.

Traditionally, LVRs have not provided the volume of business, funding, or glamour to attract and support a specialized field of engineering. joint load transfer for airport concrete pavements serving heavy aircraft (aircraft traffic greater t kg, faa) joint load transfer concrete pavement design assumptions and procedures, and rehabilitation techniques, with emphasis on joint load transfer, recommended by the american concrete pavement association, are emphasized throughout.

load transfer efficiency (LTE) at joints and/or cracks. The application of the RDD to evaluate existing concrete pavements is also discussed. The major advantage the RDD has over other discrete NDT devices (e.g., FWD) is that it provides continuous deflection profiles of the pavement, which can be used to identify joints with poor LTE.

accelerated traffic tests have shown that maximum (1) Vehicle wheel load or axle load. tensile stresses in the pavement occur when the (2) Configuration of vehicle wheels or t racks.

vehicle wheels are placed at a free or unsupporte d (3) Volume of traffic during the de sign life of edge of the pavement. Only interior stresses are pavement. Simplified Techniques for Evaluation and interpretation of pavement deflections for network-level analysis.

18 months $, Problem Statement Number 5B1 Evaluation of the Performance Prediction Models in the Pavement Design. Guide. 24 months $Problem Statement Number 5A1 Evaluation of load-response models. Traffic volume influences the geometric requirements of a highway; however, it is only the axle loads of heavy commercial traffic that affect the structural design of pavements.

Mechanistic-based pavement design approaches, coupled with faster computers, are changing the way in which traffic loads are accounted for in pavement design.

Axle Load Distribution Definition: ¾The number of axles in each load interval by axle type for a specific truck class. Calculated: ¾From WIM data. ¾By averaging the daily number of axles measured within each load interval of an axle type for a truck class divided by the total number of axles for all load intervals.

√ √ 1 2 3 Input Level. Rigid pavements have sufficient flexural strength to transmit the wheel load stresses to a wider area below. A typical cross section of the rigid pavement is shown in Figure 3.

Compared to flexible pavement, rigid pavements are placed either directly on the prepared sub-grade or on a single layer of granular or stabilized material. Traffic Evaluation. The magnitude of the axle load and the number of load repetitions are major factors in the performance of a flexible pavement structure.

Since axle load data are not available for all roadways throughout the state, the data available are combined to give a figure applicable to all routes. using the axle load spectrum of each axle type of each vehicle class. For the most accurate design cases, project specific weigh-in-motion (WIM) data should be used with appropriate growth factors, projected to the length of the analysis period.

load transfer efficiency (LTE), effective thickness, and ground penetrating radar (GPR). An approach to mechanistically consider the erosion process is introduced and. The project included field testing with various vehicles and configurations.

The first round of testing for the flexible pavements was conducted during using the MnROAD 5-axle tractor semi-trailer truck. The testing was a pilot study for the field loadings and used only the MnROAD truck at different loadings, tire pressures, and.

Since the design of flexible pavements is by layered theory, only the wheels on one side needed to be considered. On the other hand, the design of rigid pavement is by plate theory and hence the wheel load on both sides of axle need to be considered. Legal axle load: The maximum allowed axle load on the roads is called legal axle load.

For. For a realistic estimation of stresses and strains in the pavement, it is necessary to consider the dynamic normal load transferred from a truck to the pavement. The roughness of the pavement, and driving maneuver influences the dynamic load transferred.

This study investigates the role of acceleration for a given pavement roughness profile. evaluation of design parameters for rigid and flexible pavements, including several new parameters such as de sign r eliability, resilient modulus, drainag e, and use of tied conc rete shoulders and w idened lanes.

Recommendations were made for design values which best represent Louisiana conditions, materia ls, and construction proce dures. load testing equipment was developed and used to conduct a series of large-scale in-box tests and full-scale field tests on several pavement sections.

The in-box cyclic plate load tests were conducted to evaluate the performance and benefits of geogrid base reinforcement in flexible pavements. A total of 12 tests were performed on.CONCRETE PAVEMENT REHABILITATION: GUIDE FOR LOAD TRANSFER RESTORATION.

Load transfer restoration (LTR) is a rehabilitation technique for increasing the load transfer capability of existing jointed portland cement concrete pavement by placement of dowel bars or other mechanical devices across joints and/or cracks that exhibit poor load transfer.Evaluating whether a “percent within limits approach” should be used for horizontal translation of dowels (evaluation across an entire project).

Considering changes to the section covering trail sections, including possibly changing the nomenclature from “test” or “trial” to “process validation” section.