Pavement Design Session 09-12 Matakuliah: S0753 – Teknik Jalan Raya Tahun: 2009.
Session 4 - Long Life Pavement and Preservation.pdf
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Transcript of Session 4 - Long Life Pavement and Preservation.pdf
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1-1
Long Life Pavement and
Pavement Preservation
Session 4
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2-2
Part 1
The Pros and Cons ofPreventive Maintenance
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2-3
Part 1 Topics
Formal definitions
Benefits of preventive maintenance
Preventive maintenance programchallenges
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2-4
Formal Definitions
Maintenance
Preventive maintenance
Rehabilitation
Pavement preservation
Pavement management
Reconstruction
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2-5
Definitions Applied
P
a v e m e n t
C
o n d i t i o n
Time
PreventiveMaintenance
Reconstruction
Good
Poor
Rehabilitation
Routine/Corrective Maintenance
Pavement
Preservation
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Pavement Preservation
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Benefits of Pavement
Preservation
Improved Customer Satisfaction
Keeps them (and you) happy
Lowers User and Agency Costs inthe Long-Term
Saves them (and you) money.
Improved Safety Keeps them (and you) safer
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2-8
Benefits of Pavement
Preservation
Manage Assets
Protect investment
Enhance cost-effectiveness of treatments
Preventive Maintenance (PM)
Extend Pavement Life
Retard future deterioration Enhance Pavement Performance
Improve functional condition (friction, etc.)
Reduce User Delays
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The Essence of Pavement
Preservation
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The Essence of Pavement
Preservation
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Effective Preventive
Maintenance
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Examples
Michigan DOT -
“For every preventive maintenance $1 spent,we’re saving $10”
Rhode Island -
“I-295 will cost $30 million to fix; costs forpreventive maintenance would have been $6-
7 million over the years”
2-12
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The Life of a Pavement
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Pavement Maintenance
Preventive (Proactive)
Arrest light deterioration
Retard progressive failures
Reduce need for corrective maintenance
“Right” treatment at the “right” time!
Corrective (Reactive)
After deficiency occurs
More expensive
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When do we have to fix our
pavement
Pavement Preservation
preserves good condition pavement
Corrective maintenance when the pavement loses:
Load carrying ability (excessive deflection)
Waterproofing (cracks)
Surface slope (rutting)
Surface roughness (too slick)
Ride quality (bumps)2-15
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Strategy to minimize costs
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Quality of road system with
time
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What’s the “Right” project
Start by looking at overal l road
network . . .
Keep pavement cond i tion such
that corrective maintenance isn’tneeded
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The Problem
Publ ic percept ion
“ f ix ing good roads” and not “fixing bad
roads”
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What is the “Right” treatment
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Right treatment depends on
Existing pavement
Environment
Life Cycle Costs Available Treatments
Customers’ Needs
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Right treatment depends on
Existing pavement
type
structure
roughness, rideability
surface texture
distresses
drainage
etc.
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Right treatment depends on Environment
climate
past & future traffic
etc.
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Right treatment depends on
Life Cycle Costs
construction
maintenance
rehabilitation
user-delay costs
impact on local businesses
vehicle repair
Etc.
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Right treatment depends on Available Treatments
Constructionrequirements
Performance Costs
Capabilities of localagencies and
contractors Etc.
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When should treatments be
applied
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Part 2
How PavementsPerform
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Part 2 Topics
Pavement types
Introduction to pavement performance
Typical pavement deterioration
Attributes of a pavement in good condition
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Pavement Types
Rigid (Portland Cement Concrete or PCC)
Flexible (Hot-Mix Asphalt or HMA)
Composite
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Types of Rigid Pavements
Jointed plain concrete pavement (JPCP)
Jointed reinforced concrete pavement(JRCP)
Continuously reinforced concretepavement (CRCP)
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JPCP
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Longitudinal Joints(with dowels or other)
Transverse Joints(with or without dowels)
PLAN
VIEW3.8 m to 7.6 m (typ.) (12.5 ft to 25 ft)
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JRCP
PLAN
VIEW7.6 m to 18.3 m (typ.) (25 ft to 60 ft)
Longitudinal Joint (withtiebars or other)
Transverse Joints(with dowels)
Deformed Welded WireFabric Reinforcing
(0.15% to 0.25%)
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CRCP
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Longitudinal Joint(with tiebars)
PLAN
VIEW
Typical Crack Spacing0.9 m to 2.4 m(3 ft to 8 ft)
ContinuousLongitudinal
Reinforcement(deformed bars)(0.6% to 0.8%)
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HMA
With unbound (granular) base
With bound (stabilized) base
Full-depth HMA
Composite HMA/PCC
Types of Hot-Mix Asphalt
(HMA) Pavements
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Surface Course
Intermediate Course
Base Course (Bound or Unbound)
Subbase Course (Usually Unbound)
HMA
Surface
Subgrade Soil
Asphalt Pavement
Terminology
Asphalt cement
Hot-mix asphalt (HMA)
Structure:
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T i l P
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Typical Pavement
Cross Section
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Role of Pavement Surface
Surface (PCC or HMA)
Base Course
Subbase Course
Subgrade Soil
4 Roles:
3-37
Smooth ride
Skid resistance
Moisture barrier
Distribute load
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Load Distribution in
Rigid Pavements
3-38Subgrade soil
L d Di t ib ti i
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Load Distribution in
Flexible Pavements
3-39
Sub rade soil
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Part 3
Long Life Pavement
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Definition
Pavement sections designed and built toperform as intended or longer withoutrequiring major structural rehabilitation or
reconstruction.
Only periodic surface renewal in responseto distresses confined to the top of the
pavement would be required.
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I t d ti t
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Introduction to
Pavement Performance
Measuring Performance
Factors affecting performance
Typical distresses
Deterioration mechanisms
3-42
T M f P t
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Two Measures of Pavement
Performance
Functional performance:
present serviceability index, pavement surface
friction, and wet-weather safety index
Structural performance:
pavement structural capacity to accommodatefuture traffic
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Ch i i P
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Characterizing Pavement
Condition
Distress type, severity, and extent
Overall rating
Index or composite index
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Att ib t f P t i
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Attributes of a Pavement in
Good Condition
High level of service (LOS)
Safe
High customer satisfaction
Exceeds target performance indicators orhas limited deterioration; e.g.,
IRI < 1.5 mm/m (95 in/mi)
PCI > 70 or PCR ≥ 3.5
Skid Number > 353-45
F t Aff ti
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Factors Affecting
Pavement Performance
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Traffic
Subgrade
Soil
Materials
ConstructionVariability
Environment
Maintenanceand Rehabilitation
Design
T i l HMA
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Typical HMA
Pavement Distresses
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Fatigue cracking Bleeding
Block cracking Polishing
Edge cracking Roughness Longitudinal and transverse cracking
Reflection cracking
Raveling/weathering/oxidation Potholes
Rutting (stable/unstable)
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HMA Rehabilitation Strategies HMA over HMA renewal methods
HMA over existing HMA pavement HMA over reclaimed HMA (recycling)
HMA over PCC renewal methods HMA over existing HMA-surfaced composite
pavements HMA over crack and seated JPC pavements HMA over saw, crack and seat JRC pavements HMA over rubblized JPC pavements HMA over existing CRC pavements
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G idi P i i l t A hi
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Guiding Principles to Achieve
Long Life Pavement Keep the treatment solution as simple as
possible But not too simple so as to not address critical
underlying problems.
The quality of construction is essential inachieving long life pavements.
Pavements are supposed to act as one layer; Therefore the bond between layers should never
be compromised, and a few thick layers arealways better than multiple thin layers.
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G idi P i i l t A hi
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Guiding Principles to Achieve
Long Life Pavement All joints are weaknesses; therefore they need to
be treated as such. Good, continuous, and sustainable drainage is
essential to long life pavement; Therefore no matter how thick the renewal solution is,it can fail if drainage is not provided.
Foundation uniformity is essential toreduce/eliminate stress concentrations, which cancause future cracking.
A solid foundation allows good compaction;unsupported edges can never be properlycompacted.
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G idi P i i l t A hi
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Guiding Principles to Achieve
Long Life Pavement A solid foundation allows good compaction;
unsupported edges can never be properlycompacted.
Thermal movements of the existing pavementare the underlying cause for much reflectivecracking; therefore they must be eliminated(by fracturing the existing pavement).
Good performing asphalt mixtures should
have high binder content and low air voids (tohave high durability), and smaller nominalsize (to avoid segregation).
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Typical Rigid
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Typical Rigid
Pavement Distresses
Blow-ups
Transverse cracking
Longitudinal cracking Corner breaks
Materials-related
distress Transverse joint
faulting
Joint spalling
Joint seal damage
Loss of fines(pumping)
Polishing (loss offriction)
Map cracking andscaling
Roughness3-52
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Guiding Principles to Achieve
Long Life Pavement
Foundation support (uniformity, volumetricstability [including stabilizing treatments])
Drainage design (moisture collection/removal
and design for minimal maintenance) Concrete mixture proportioning and
components (selected to minimize shrinkage
and potential for chemical attack, low CTE,provide adequate strength, etc.)
1-53
G
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Guiding Principles to Achieve
Long Life Pavement
Dowels and reinforcing (corrosionresistance, sized and located for goodload transfer)
Accuracy of design inputs Construction parameters (including paving
operations, surface texture, initial
smoothness, etc.) QA/QC (certification, pre-qualification,
inspection, etc.)
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Max Tensile Strain
Pavement Foundation
High ModulusRut Resistant Material (Varies As Needed)
Flexible Fatigue Resistant
Material 75 - 100 mm
40-75 mm SMA, OGFC or Superpave
}100 mmto150 mm
ZoneOf High
Compression
Perpetual Pavement
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Value
Quality . . . is what the customer gets out [of a
product] and is willing to pay for. A product is not
quality because it is hard to make and costs a lot of
money . . . This is incompetence. Customers pay
only for what is of use to them and gives them value.
Nothing else constitutes quality.
Peter Drucker
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Time
TotalCosts Alternative
Perpetual
Pavement
Economics
Why are Perpetual Pavements
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Why are Perpetual Pavements
Important?
Lower Life Cycle Cost
Better Use of Resources
Low Incremental Costs for Surface Renewal
Lower User Delay Cost
Shorter Work Zone Periods
Off-Peak Period Construction
Rehabilitation
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{50 - 100 mm
S
t r u c t u r e R e m a i n s I n t a c t
Possible Distresses› Top-Down Fatigue
› Thermal Cracking
› Raveling
Solutions
› Mill & Fill
› Thin Overlay
High Quality SMA, OGFC or Superpave
20+ Years Later
Rehabilitation
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Life Cycle Costs
Important to consider
Initial Costs
Rehabilitation and Maintenance Costs
Reconstruction costs
Should break costs into
Agency costs
User Costs
Time
Design Comparison Low
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Design Comparison – Low
Volume 50 year design
1 mile, 2 Lane, 12 ft lanes
Traffic: 5000 ADT (Rural Setting)
Muench, et al., 2004
Subgrade
12” Granular Base
6” HMA
6” Granular Base
3” HMA
Conventional($230,000)
Perpetual($360,000)
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