Pavement Rehabilitation Strategies Research Articles

Comprehensive Laboratory Testing and Performance Evaluation of Recycled Pulverized Hot-Mix Asphalt Material

The California Department of Transportation is studying a pavement rehabilitation strategy that involves the pulverization of failed hot-mix asphalt (HMA) pavements and uses the pulverized material as a granular base material in the reconstruction of the pavement. Advantages of this technique include a reduction in the use of virgin aggregates, a reduction in the amount of construction traffic, and removal of the potential for reflective cracking from the existing pavement layers. The construction and performance of four pilot projects in District 2 in northeastern California were used to evaluate this rehabilitation strategy. The characteristics and performance of the pulverized material were evaluated by comprehensive laboratory and field testing. The laboratory testing covered basic index tests and comprehensive triaxial testing. Multistage repeated-load permanent strain triaxial tests on different material gradations, stress levels, moisture contents, with and without stabilizing agents (lime and cement), and the degree of compaction were used to investigate the resilient and permanent strain characteristics. Testing was conducted on saturated samples to evaluate the effect of saturation on the pulverized material. The effects of the number of load repetitions were also investigated. The performance of the pulverized material was also compared with two typical virgin aggregate base materials from California. A life cycle cost analysis of this rehabilitation technique when compared to a typical HMA overlay showed that the recycling option was cheaper in both the short term and over the life of the pavement.

Cost-effective selection and multi-period scheduling of pavement maintenance and rehabilitation strategies

An optimization methodology is developed for determining the most cost-effective maintenance and rehabilitation (M&R) activities for each pavement section in a highway pavement network, along an extended planning horizon. A multi-dimensional 0–1 knapsack problem with M&R strategy-selection and precedence-feasibility constraints is formulated to maximize the total dollar value of benefits associated with the selected pavement improvement activities. The solution approach is a hybrid dynamic programming and branch-and-bound procedure. The imbedded-state approach is used to reduce multi-dimensional dynamic programming to a one-dimensional problem. Bounds at each stage are determined by using Lagrangian optimization to solve a relaxed problem by means of a sub-gradient optimization method. Tests for the proposed solution methodology are conducted using typical data obtained from the Texas Department of Transportation.

Streamlined Strategies for Faster, Less Traffic-Disruptive Highway Rehabilitation in Urban Networks

The need for faster, less traffic-disruptive rehabilitation for aging highway infrastructure is an emerging concern for many state highway agencies. In response to this concern, the California Department of Transportation (Caltrans) launched the Long-Life Pavement Rehabilitation Strategies (LLPRS) program in 1998 to rebuild 2,800 lane kilometers of high-volume urban freeway with premium pavements that will last 30+ years and require minimal maintenance over their service life. This paper presents innovative strategies and technologies for achieving faster project completion with less traffic disruption as applied on three experimental LLPRS projects. The research team and the Caltrans project team used Construction Analysis for Pavement Rehabilitation Strategies (CA4PRS) software from the initial planning and design stages to implement the most economical rehabilitation strategies for the projects. The postconstruction analysis of all three LLPRS projects, made with data collected during construction, revealed a close match with the preconstruction schedule estimate generated by CA4PRS, validating the software's scheduling reliability. Incentive-disincentive contractual provisions proved effective for shortening project duration on all three LLPRS projects, which were time critical because of their heavy traffic volume. Resultant traffic data demonstrate the importance of a public outreach campaign that convinced motorists to use alternative routes or to adjust their commuting modes, resulting in significantly lower traffic demand in the construction work zone. The strategies and lessons addressed in this paper will help state highway agencies and contractors maximize construction productivity for early project completion and minimize inconvenience to the traveling public.

Robust Optimization for Managing Pavement Maintenance and Rehabilitation

A pavement management system should help a decision maker to select the best preservation program, decide which preservation treatment to use, and where and when to apply it to maximize the use of the available resources. One of the essential roles of pavement management is to provide a rational, cost-effective optimal funding planning and allocation strategy for highway agencies. Researchers have previously developed deterministic optimization methods for programming pavement maintenance and rehabilitation strategies. However, pavement infrastructure deterioration is a dynamic, complicated, and stochastic process affected by a variety of factors such as traffic loading, environmental conditions, and structural capacities, as well as certain unobserved factors. Ignoring these fundamental characteristics may limit the usefulness of an optimal solution. To take the uncertainties into consideration, some researchers have introduced stochastic programming techniques into pavement maintenance management. However, difficulties in characterizing the distribution of data and the substantial computational challenge have compromised the practical application of those techniques. A project-level robust optimization method for maintenance budget planning to overcome these difficulties is presented. The solutions from this proposed method are computationally tractable and not overly sensitive to any specific realization of the uncertainties. An application of this method is demonstrated by using long-term pavement performance data collected during the past 20 years, yielding promising preliminary results.

Using Nondestructive Testing Technologies to Assist in Selecting the Optimal Pavement Rehabilitation Strategy

Abstract A comprehensive evaluation of pavement condition and an understanding of the underlying causes of pavement distress is vital in selecting the optimal rehabilitation strategy. Three projects were investigated in this study to demonstrate the application of nondestructive testing technologies in this selection process. Ground Penetrating Radar (GPR), Falling Weight Deflectometer (FWD), and Dynamic Cone Penetrometers (DCP) were successfully used on these TxDOT projects. GPR was employed successfully to locate defects in the hot mix surface layer that were responsible for the chronic distress on US 69. This roadway was rehabilitated previously but the strategy used had not addressed the root cause of the pavement problem. FWD and DCP data were also used to determine the structural capacity or layer moduli of the pavement system that allows the designer to derive the overlay thickness. Coring and trenching were utilized to verify the defects detected in the GPR data. The advantage of nondestructive testing is that it provides a comprehensive evaluation of subsurface conditions throughout the entire project, not only at locations where coring and trenching are performed. Furthermore, GPR was employed to verify a rehab design of an old JCP pavement on SH 73. Originally, the plan called for pressure grouting to fill the subsurface voids. However, GPR found no voids under the JCP slab; this was validated in subsequent coring. Therefore the GPR results helped district personnel to eliminate the cost of the pressure grouting. For comparison purposes, GPR results from IH 45 and US 82 (where there were voids under JCP slabs) were utilized.

A PRACTICAL STUDY ON PAVEMENT PERFORMANCE PREDICTION MODEL AND EVALUATION METHOD FOR REHABILITATION STRATEGIES

City of Yokohama needs to manage more than 7, 400km long roads among more than 7, 600km long road network around the city. City of Yokohama has intended to introduce the asset management system (AMS) for pavement aiming effective implementation of the limited budget and establishing accountability to citizens because it is expected that those roads will be reached to the update period all together near future. It is important to create appropriate pavement performance prediction models to establish the useful AMS, so a model was created. Life-cycle costs of road network were calculated based on the established model and it is proposed that an evaluation method for pavement rehabilitation strategies in terms of cost-effectiveness.

Fast-Track Urban Freeway Rehabilitation with 55-H Weekend Closures: I-710 Long Beach Case Study

As an asphalt concrete demonstration project implemented under the California Department of Transportation's Long-Life Pavement Rehabilitation Strategies program, a 4.4 km stretch of Interstate-710 I-710 in Long Beach was successfully rehabilitated during eight repeated 55-h extended weekend closures using around-the-clock construction operations and counterflow traffic. This case study documented the accelerated rehabilitation process, assessed traffic impacts, and compared collected productivity data. Compared to the productivity rates of traditional nighttime closures, the 55-h weekend closures effectively reduced the construction duration and the overall traffic inconvenience. Noticeable improvement learning-curve effect in the contractor's production rates was observed as the weekend closures were repeated. As a result of a significant 38% traffic demand reduction through the work zone, the traffic impact of construction closures was tolerable to the extent that traffic was in free-flow condition throughout the highway network. This case study will be useful for transportation agencies and contractors in developing integrated construction and traffic management plans for urban freeway rehabilitation projects to maximize pavement life expectancy and construction productivity while minimizing agency and road user costs.

Angular fuzzy logic application for pavement maintenance and rehabilitation strategy in Ohio

Pavement deterioration can lead to pavement distress, which then causes many problems to the pavement structure as well as to he pavement itself. The continued deterioration of highway pavements has led to recognition of the importance of pavement maintenance and rehabilitation (M&R) strategy in pavement management. During the maintenance and rehabilitation of pavements, experts’ experiential knowledge plays an important role. This paper introduces an approach which employs an expert system and fuzzy modus ponens deduction technique to automate a pavement management system so as to produce consistent and reliable strategies for maintenance, rehabilitation, and repair of pavement.

Lessons Learned on Jointed Concrete Pavement Rehabilitation Strategies in Texas

Reflective cracking through jointed concrete pavement overlays has been a persistent problem. Several different rehabilitation strategies have been used in Texas. This paper is a summary of the performance of strategies used in the past 10 years. The performance of the crack-retarding grid has been disappointing as it has been related to several premature failures. Only one project has realized a benefit of the crack-retarding grid, where the reflective cracking was delayed by about 1 year. The writers believe the small openings in the crack-retarding grid and the lack of an effective bond may be the causes of the layer separation. A proprietary crack-retarding asphalt material has been performing well over two years of monitoring. In one experimental project, 100% of the cracks reflected through conventional overlay material in the first year. Both Petromat fabric underseal and crack-retarding asphalt material have been performing satisfactorily to retard reflective cracking. However, there is a large cost difference between these two treatments. Seven experimental treatments on a major section of US 59 were evaluated. The worst-performing section on the US 59 project was the break-and-seat method, which failed due to weak subgrade support. The weak subgrade is unable to support cracked concrete, which leads to a rocking action under traffic loads. It is concluded that for future projects, the break-and-seat method should not be applied on subgrade with a dynamic cone penetrometer penetration rate exceeding 25 mm per blow. A flexible base overlay with thin asphalt surfacing and the Arkansas (large stone) mix have performed well. Flexible base overlays were able to absorb the joint movement and eliminate the reflective cracking. The flexible base should be of top quality with very low moisture susceptibility. In Texas, this involves specifying a Texas triaxial Class 1 material with classification of “good” in suction/dielectric tests. It is also critical to provide an effective seal for the flexible base. A chip seal followed by a thin 75-mm hot mix layer is recommended.

Part 1: Pavement Rehabilitation: Fast-Track Construction for Concrete Pavement Rehabilitation: California Urban Highway Network

This case study presents an innovative fast-track reconstruction approach applied to a heavily trafficked Long-Life (30-plus years) Pavement Rehabilitation Strategies (LLPRS) project on I-15 in Devore in Southern California. A 4.5-km stretch of badly damaged concrete truck lanes was rebuilt over two 215-h (approximately 9-day) periods with one-roadbed full closures with counterflow traffic and around-the-clock (24 h per day/ 7 days per week) construction operations. The same project would have taken 10 months to complete with traditional nighttime closures. State-of-practice technologies were adopted on this Rapid Rehab project to accelerate construction, mitigate traffic disruptions, and propagate project information. From the initial planning and design stages, engineers used CA4PRS (Construction Analysis for Pavement Rehabilitation Strategies) software incorporated with traffic simulation models to develop an optimal and economical rehabilitation scenario. Postconstruction data validated the preconstru...

Cold In-Place Recycling and Full-Depth Reclamation Projects by Nevada Department of Transportation

One of the biggest challenges that public agencies face is how to optimize available funding. With the price of bituminous materials 70% higher than 2 years ago and increased demand for capacity improvement projects, it is more important than ever to use in-place materials when rehabilitating pavement structural sections. Cold in-place recycling (CIR) and full-depth reclamation (FDR) are two pavement rehabilitation strategies that the Nevada Department of Transportation (NDOT) has used for more than 20 years. These strategies have allowed NDOT to save more than $600M over the past 20 years compared with complete reconstruction costs. In addition, traffic interruptions are minimized during construction, and natural resources are preserved. According to the Highway Performance Monitoring System data, NDOT has the highest percentage of its combined National Highway System Interstate and other roadways rated in the “good” category. The reason for this achievement is that NDOT uses a proactive Pavement Management System (PMS) to prioritize its pavement preservation projects. A considerable amount of CIR and FDR rehabilitation work is performed in conjunction with the proactive PMS. Because these strategies are more cost-effective than overlay, mill and overlay, or reconstruction, NDOT can rehabilitate more roads with less money. This report will describe how to select, design, and construct successful CIR and FDR projects. The performances of the strategies are evaluated, and life-cycle cost analysis is developed to demonstrate the cost–benefit of CIR and FDR versus conventional rehabilitation strategies.

Fast-Track Construction for Concrete Pavement Rehabilitation

This case study presents an innovative fast-track reconstruction approach applied to a heavily trafficked Long-Life (30-plus years) Pavement Rehabilitation Strategies (LLPRS) project on I-15 in Devore in Southern California. A 4.5-km stretch of badly damaged concrete truck lanes was rebuilt over two 215-h (approximately 9-day) periods with one-roadbed full closures with counterflow traffic and around-the-clock (24 h per day/7 days per week) construction operations. The same project would have taken 10 months to complete with traditional nighttime closures. State-of-practice technologies were adopted on this Rapid Rehab project to accelerate construction, mitigate traffic disruptions, and propagate project information. From the initial planning and design stages, engineers used CA4PRS (Construction Analysis for Pavement Rehabilitation Strategies) software incorporated with traffic simulation models to develop an optimal and economical rehabilitation scenario. Postconstruction data validated the preconstruction analysis and simulation estimates of productivity and traffic delays. Because of the implementation of an Automated Work Zone Information System and proactive public outreach, a 20% reduction in traffic demand through the construction work zone was achieved and thereby reduced the maximum peak hour delay to a “tolerable” level. Surveys on the project website showed dramatic changes in public perception of the Rapid Rehab extended closures approach from initial reluctance and objection to positive support. Advantages of using this method of fast-track accelerated highway reconstruction included less traffic disruption for the traveling public, longer (more than 30 years) pavement life expectancy, improved safety for motorists and workers, and reduced agency cost compared with the traditional approach using repeated nighttime closures.

Cold In-Place Recycling and Full-Depth Reclamation Projects by Nevada Department of Transportation: State of the Practice

One of the biggest challenges that public agencies face is how to optimize available funding. With the price of bituminous materials 70% higher than 2 years ago and increased demand for capacity improvement projects, it is more important than ever to use in-place materials when rehabilitating pavement structural sections. Cold in-place recycling (CIR) and full-depth reclamation (FDR) are two pavement rehabilitation strategies that the Nevada Department of Transportation (NDOT) has used for more than 20 years. These strategies have allowed NDOT to save more than $600M over the past 20 years compared with complete reconstruction costs. In addition, traffic interruptions are minimized during construction, and natural resources are preserved. According to the Highway Performance Monitoring System data, NDOT has the highest percentage of its combined National Highway System Interstate and other roadways rated in the good category. The reason for this achievement is that NDOT uses a proactive Pavement Managem...

Minimizing Total Cost for Urban Freeway Reconstruction with Integrated Construction/Traffic Analysis

This paper introduces an innovative approach to development of construction and traffic management plans for the I-15 Devore project, a fast-track urban freeway reconstruction project with high traffic volume in Southern California. The goal of this approach is to determine the most economical reconstruction closure scenario by integrating construction schedule, traffic delay, and agency cost. Construction Analysis for Pavement Rehabilitation Strategies (CA4PRS) software was used for scheduling analysis. The demand-capacity model based on the Highway Capacity Manual, and macroscopic and microscopic traffic simulation models were utilized for traffic delay analysis. Based on these analyses, the California Department of Transportation decided to implement eight 72 h weekday closures with round-the-clock operations for this reconstruction project. This was found to be more beneficial for both the agency and the traveling public than the alternative of: (1) 55 h weekend, (2) 10 h nighttime, or (3) one-time co...

Integrated Design/Construction/Operations Analysis for Fast-Track Urban Freeway Reconstruction

The California Department of Transportation is rehabilitating or reconstructing deteriorated urban freeways using long-life (30+ years) strategies. These pavements were constructed between 1955 and 1970 with design lives of 20 years. This paper summarizes pre-construction analysis of the fast-track pavement reconstruction on Interstate-15 (I-15) at Devore which used two one-roadbed continuous (about 210 hours) closures with round-the-clock (24/7) operations. The integrated analysis concluded that the one-roadbed continuous closures are the most economical scenario when compared to traditional nighttime or weekend closures from the perspective of schedule, delay, and costs. The pre-construction was validated with as-built construction and traffic performances monitored during construction. The construction management plan – including contingency, incentives, and CPM schedule – was developed utilizing the Construction Analysis for Pavement Rehabilitation Strategies (CA4PRS) computer model. The results of this planning study are useful for transportation agencies in developing highway rehabilitation strategies that balance the maximization of construction productivity with a minimization of traffic delay.

A concrete overlay on an asphalt road

Placing a concrete overlay directly on top of an older asphalt pavement is a procedure that has been used sporadically by transportation agencies for the past quarter century. This practice is now receiving more attention because of initial cost savings and because this type of concrete overlay has shown better than average long-term performance as a resurfacing strategy. Nebraska Department of Roads (NDOR) has three whitetopped sections that have been in service for between thirteen and twenty-three years. Based upon evaluation of pavement performance for existing whitetopped sections and a cost comparison of alternatives, NDOR recently authorized construction of a new whitetopped section on U.S. Highway 2. Performance of this new section is being closely monitored to obtain data on the long term cost effectiveness of whitetopping as a pavement rehabilitation strategy.

Computer Simulation Model: Construction Analysis for Pavement Rehabilitation Strategies

Most state highways in the United States were built during the 1960s and 1970s with an infrastructure investment of more than $1 trillion. They now exceed their 20 year design lives and are seriously deteriorated. The consequences are high maintenance and road user costs because of degraded road surfaces and construction work zone delays. Efficient planning of highway rehabilitation closures is critical. This paper presents a simulation model, Construction Analysis for Pavement Rehabilitation Strategies (CA4PRS), which estimates the maximum amount of highway rehabilitation/reconstruction during various closure timeframes. The model balances project constraints such as scheduling interfaces, pavement materials and design, contractor logistics and resources, and traffic operations. It has been successfully used on several urban freeway rehabilitation projects with high traffic volume, including projects on I-10 and I-710. The CA4PRS helps agencies and contractors plan highway rehabilitation strategies by taking into account long-life pavement performance, construction productivity, traffic delay, and total cost.

Knowledge-Based Scheduling Analysis Software for Highway Rehabilitation and Reconstruction Projects

Most of California's highway infrastructure was built between 1955 and 1970. These pavements had 20-year design lives, and many now require frequent maintenance. In 1998, the California Department of Transportation (Caltrans) launched the Long-Life Pavement Rehabilitation Strategies (LLPRS) program to rebuild approximately 2,800 lane kilometers of high-traffic-volume urban freeway in the 78,000-lane kilometer state highway network over a 10-year period. Priorities identified for the successful implementation of LLPRS projects are the selection of construction schedules and the development of traffic management plans that minimize road user and agency costs. This paper presents a construction simulation program called CA4PRS (Construction Analysis for Pavement Rehabilitation Strategies). The program was developed as a scheduling and production analysis tool for LLPRS projects for use during the planning and design stages. CA4PRS estimates the optimized distance and duration of highway rehabilitation projects. It takes into account the constraints of scheduling interfaces, pavement design, lane closure tactics, and contractor logistics. As a knowledge-based computer system on a Microsoft Access database, it uses Monte Carlo simulation, critical path method analysis, and linear scheduling. CA4PRS is designed to help highway agencies and paving contractors make construction schedule decisions that balance rehabilitation productivity, traffic inconvenience, and agency cost. Application of the CA4PRS model to urban freeway rehabilitation projects in California, including the I-10 Pomona, I-710 Long Beach, and I-15 Devore projects, has demonstrated its value in saving millions of dollars for both Caltrans and road users.

Knowledge-Based Scheduling Analysis Software for Highway Rehabilitation and Reconstruction Projects

Most of California's highway infrastructure was built between 1955 and 1970. These pavements had 20-year design lives, and many now require frequent maintenance. In 1998, the California Department of Transportation (Caltrans) launched the Long-Life Pavement Rehabilitation Strategies (LLPRS) program to rebuild approximately 2,800 lane kilometers of high-traffic-volume urban freeway in the 78,000-lane kilometer state highway network over a 10-year period. Priorities identified for the successful implementation of LLPRS projects are the selection of construction schedules and the development of traffic management plans that minimize road user and agency costs. This paper presents a construction simulation program called CA4PRS (Construction Analysis for Pavement Rehabilitation Strategies). The program was developed as a scheduling and production analysis tool for LLPRS projects for use during the planning and design stages. CA4PRS estimates the optimized distance and duration of highway rehabilitation projec...

Accelerated Pavement Rehabilitation and Reconstruction with Long-Life Asphalt Concrete on High-Traffic Urban Highways

Rehabilitation of urban highways is a critical issue confronting the California Department of Transportation because the state has a significant inventory of overaged, heavily trafficked urban highways showing extensive signs of distress. This paper presents the innovative pavement rehabilitation technologies and techniques that the agency applied in the first asphalt concrete (AC) project for its Long-Life Pavement Rehabilitation Strategies (LLPRS) program. A 4.4-km stretch of deteriorated concrete pavement on I-710 in Long Beach was rehabilitated successfully with 230 mm of AC overlay or 325 mm of full-depth AC replacement during eight 55-h weekend closures. The pilot project proved that the accelerated (fast-track) rehabilitation with 55-h weekend closures is a viable option that can drastically shorten the overall construction time and lessen the negative effects of construction in an urban area. The project also proved that AC pavement designed to provide a design life of 30-plus years can be constructed in a series of weekend closures even on the most heavily loaded truck route in the state. The construction-monitoring study indicated that contractor productivities were noticeably improved (through the learning effect) as weekend closures were repeated. In addition, the pay factor clause in the contract effectively encouraged the contractor's awareness of quality. The traffic measurements study showed that traffic operated at free-flow speeds throughout the surrounding highways and arterial roads during the construction weekends. It is expected that the construction and traffic management techniques adopted in this project will be used in LLPRS projects on California urban highways with high-traffic volumes.