U.S. Department of Transportation
Federal Highway Administration
1200 New Jersey Avenue, SE
Washington, DC 20590
202-366-4000
Federal Highway Administration Research and Technology
Coordinating, Developing, and Delivering Highway Transportation Innovations
This report is an archived publication and may contain dated technical, contact, and link information |
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Publication Number: FHWA-HRT-05-053 Date: September 2005 |
This track addresses key elements of the pavement management and asset management systems. These systems determine whether the sum of all the work done meets the required and desired concrete pavement performance characteristics for highway agencies and users.
In the past, concrete pavement performance requirements have focused on serviceability (i.e., ride quality) and friction. However, performance indicators, such as tire-pavement noise, tire spray, hydroplane potential resulting from wheel path wear, light reflection, fuel economy, and the availability of open traffic lanes (i.e., those not closed for construction or maintenance), are now of much greater interest to highway agencies and users. Future concrete pavement designs will be expected to provide for all of these functional performance indicators to produce surfaces and structures that meet the needs of highway agencies and users.
Structural and functional pavement performance is the output from all of the design, materials, and construction processes, and thus can be predicted using mathematical and computer models that systematically analyze data to predict pavement performance.
Monitoring concrete pavement performance indicators using PMS will be crucial to highway agencies. Developing a performance feedback loop to provide continuous condition reports will allow prompt improvements to existing pavements that fall short of user needs. Continuously monitoring pavement performance will also help improve concrete pavement design procedures (particularly functional considerations related to surface characteristics), construction standards and specifications, and rehabilitation techniques.
The research in this track will determine and address the functional aspects of concrete pavement performance, particularly factors such as tire-pavement noise, friction, smoothness, and others. Research will also provide rapid concrete pavement performance feedback and consider ways to schedule surface characteristics and conditions improvements. Developing feedback loops in highway agencies’ PMS will be crucial to monitoring performance effectively and rapidly and suggesting improvements that minimize lane closures.
The following introductory material summarizes the goal and objectives for this track and the gaps and challenges for its research program. A chart is included to show an overview of the subtracks and problem statements in the track. A table of estimated costs provides the projected cost range for each problem statement, depending on the research priorities and scope determined in implementation. The problem statements, grouped into subtracks, follow.
The research in this track will provide the traveling public with excellent concrete pavement surface characteristics and minimal lane closures for maintenance or rehabilitation over the design life.
The horizontal bar chart in figure 10 shows the problem statements in this track grouped by subtrack. Because this track is unphased, no time phasing is shown.
Click to enlarge or view alternative text
Figure 10. Track 10 (PP) unphased subtrack and problem statement chart.
Table 49 shows the estimated costs for this research track.
Problem Statement | Estimated Cost |
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Subtrack PP 1. Technologies for Determining Concrete Pavement Performance | |
PP 1.1. Stress-Sensing Concrete Pavements | $500 k–$750 k |
PP 1.2. Self-Inspecting Smart Concrete Pavements | $500 k–$750 k |
PP 1.3. Rolling Wheel Deflectometer for Concrete Pavements | $500 k–$750 k |
Subtrack PP 2. Guidelines and Protocols for Concrete Pavement Performance | |
PP 2.1. Guidelines for a Supplemental Pavement Management System and Feedback Loop for Continuous Concrete Pavement Improvements | $500 k–$750 k |
PP 2.2. Advancements in Forensic Analysis of Concrete Pavements | $500 k–$750 k |
PP 2.3. Concrete Pavement Rating System for Highways | $200 k–$400 k |
Track 10 (PP) | |
Total | $2.7 M–$4.15 M |
Track 10 (PP) problem statements are grouped into two subtracks:
Each subtrack is introduced by a brief summary of the subtrack’s focus and a table listing the titles, estimated costs, products, and benefits of each problem statement in the subtrack. The problem statements follow.
This subtrack will develop and evaluate new technologies for determining concrete pavement performance. Table 50 provides an overview of this subtrack.
Problem Statement | Estimated Cost | Products | Benefits |
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PP 1.1. Stress-Sensing Concrete Pavements | $500 k–$750 k | Evaluation of stress-sensing monitors that record actual wheel load stresses over concrete pavement life. | Measurement of actual wheel load stresses over concrete pavement life. |
PP 1.2. Self-Inspecting Smart Concrete Pavements | $500 k-$750 k | Evaluation of potential smart sensing and communicating technologies that could be integrated into the concept of selfinspecting concrete pavements. | Smart and self-inspecting concrete pavements. |
PP 1.3. Rolling Wheel Deflectometer for Concrete Pavements | $500 k–$750 k | A rolling wheel deflectometer that can be operated at various speeds and that addresses specific concrete pavement technology issues. | Assessment of pavement condition using a rolling wheel deflectometer at operating speed. |
Track: | 10. Concrete Pavement Performance |
Subtrack: | PP 1. Technologies for Determining Concrete Pavement Performance |
Approximate Phasing: | N/A |
Estimated Cost: | $500 k–$750 k |
When concrete pavements are designed, fatigue damage is anticipated by estimating the total number of all weights and types of axle loads that the pavement will experience over its lifetime. Because weigh-inmotion (WIM) sites often are unavailable, however, fully measuring the number and weight of axle loads that the pavement actually experiences over its lifetime is nearly impossible. Overweight trucks are known to damage a pavement more significantly than trucks with legal axle weights, but special permit trucks with heavier than legal weights are allowed to use the pavement. This problem statement will investigate the viability of stress-sensing pavements that can measure and log wheel load stresses over the pavement life. Stress can be measured indirectly through instantaneous strain or deflection under a wheel load. Pavement stresses from environmental loading also can be measured. This stress-sensing technology can lead to smart pavements that predict remaining pavement life or time until rehabilitation. The technology also will provide better information to pavement designers about when and how to design a rehabilitation alternative. |
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Tasks: | |
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Benefits: | Measurement of actual wheel load stresses over concrete pavement life. |
Products: | Evaluation of stress-sensing monitors that record actual wheel load stresses over concrete pavement life. |
Implementation: | This research will provide the groundwork for additional research into other sensing and self-inspecting concepts, such as that in problem statement PP 1.2 (Self-Inspecting Smart Concrete Pavements). |
Track: | 10. Concrete Pavement Performance |
Subtrack: | PP 1. Technologies for Determining Concrete Pavement Performance |
Approximate Phasing: | N/A |
Estimated Cost: | $500 k–$750 k |
This problem statement will investigate the viability of a pavement that is capable of continuously and remotely monitoring key behaviors that ultimately can be tied to structural or functional degradation. For example, embedded sensors can be used to monitor load (stresses or strains), compressive stress buildup over time (blowups), climatic changes (temperature and moisture), and deflections (joint LTE, joint faulting, corner deflection). This smart pavement concept will benefit the industry in a number of ways. For example, critical events such as an overloaded vehicle or a climatic anomaly can be detected. Potential blowups can be detected long before the probability of one is significant, so that action can be taken to relieve the pressure. In addition, the collected data can help improve concrete pavement design, construction, and maintenance continuously and establish more rational performance standards for concrete paving. | |
Tasks: | |
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Benefits: | Smart and self-inspecting concrete pavements. |
Products: | Evaluation of potential smart sensing and communicating technologies that could be integrated into the concept of self-inspecting concrete pavements. |
Implementation: | This research may require a preceding investigation of available sensors (see problem statement PP 1.1 (Stress-Sensing Concrete Pavements)), which may in turn lead to more long-range research efforts. |
Track: | 10. Concrete Pavement Performance |
Subtrack: | PP 1. Technologies for Determining Concrete Pavement Performance |
Approximate Phasing: | N/A |
Estimated Cost: | $500 k–$750 k |
Operating speed deflection testing equipment that determines deflections in concrete pavements is missing from today’s pavement condition assessments. Systemwide deflection data are the missing component of a network analysis method that requires IRI, distress survey, climatic, and traffic data to understand pavement performance fully and evaluate pavement rehabilitation strategies adequately. The currently used falling weight deflectometer (FWD) test can perform individual test setups, but gaining access to busy roadways during the peak measurement times is becoming increasingly difficult. FHWA is developing a rolling deflectometer based on laser technology, but has yet to prove the concept sufficiently for concrete pavements. The rolling dynamic deflectometer at the University of Texas has produced excellent data, but is only a prototype and moves at 2.4 km/h (1.5 mi/h). This research will evaluate prototype defection equipment at various operating speed capabilities. |
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Tasks: | |
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Benefits: | Assessment of pavement condition using a rolling wheel deflectometer at operating speed. |
Products: | A rolling wheel deflectometer that can be operated at various speeds and that addresses specific concrete pavement technology issues. |
Implementation: | This work will result in a long-term implementation strategy for promising deflection prototype devices. While this technology should operate at typical highway speeds, devices that operate at lower speeds will be evaluated due to the unique concrete pavement response issues. |
This subtrack will develop guidelines for a supplemental PMS, forensic analysis manual, and high-speed highway concrete pavement rating system for optimized concrete pavement performance. Table 51 provides an overview of this subtrack.
Problem Statement | Estimated Cost | Products | Benefits |
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PP 2.1. Guidelines for a Supplemental Pavement Management System and Feedback Loop for Continuous Concrete Pavement Improvements | $500 k–$750 k | Guidelines for developing a supplemental PMS that includes design, construction, materials, and rehabilitation data in a format conducive to engineering decisionmaking. | PMS that provide sufficient information for improving design, construction, materials, and rehabilitation; guidelines that produce information sufficient for key engineering decisions. |
PP 2.2. Advancements in Forensic Analysis of Concrete Pavements | $500 k–$750 k | A state-of-the-art forensic study manual. | Forensic analysis that could be tied with the determination of remaining life to develop criteria for selecting appropriate rehabilitation and pavement strengthening actions to extend the existing pavement performance life. |
PP 2.3. Concrete Pavement Rating System for Highways | $200–$400 k | Guidelines for State highway agencies to improve their pavement rating systems; implementation documents to be used directly by highway agencies to make use of high-speed highway pavement rating procedures. | A more accurate and efficient highspeed highway pavement rating system for use by State highway agencies. |
Track: | 10. Concrete Pavement Performance |
Subtrack: | PP 2. Guidelines and Protocols for Concrete Pavement Performance |
Approximate Phasing: | N/A |
Estimated Cost: | $500 k–$750 k |
Current highway agency PMS are used primarily for programming highway rehabilitation activities. However, with few exceptions, they cannot provide sufficient information for improving the engineering aspects of design, construction, materials, and rehabilitation. The key reason is that many of these systems cannot link various types of information (e.g., design, construction, rehabilitation, maintenance, and traffic) on specific segments of the current highway network to each other. Another reason is that insufficient data are being collected. These deficiencies make it very difficult to use the system to assess problems, enhance designs, improve material and construction specifications, or optimize rehabilitation and life cycle costing. This research will develop guidelines for a supplement to a PMS that includes concrete pavement design, construction, materials, and rehabilitation data in a format conducive to engineering decisionmaking. NCHRP 1–19 developed a system for concrete pavements in the 1980s that could serve as a starting point for this work.(5) In addition, recent FHWA research into the use of PMS data for engineering decisions should be reviewed fully, including an existing NHI course on the engineering uses of PMS data. |
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Tasks: | |
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Benefits: | PMS that provide sufficient information for improving design, construction, materials, and rehabilitation; guidelines that produce information sufficient for key engineering decisions. |
Products: | Guidelines for developing a supplemental PMS that includes design, construction, materials, and rehabilitation data in a format conducive to engineering decisionmaking. |
Implementation: | This research will produce implementation documents that highway agencies can use to assess their PMS and make better design, construction, materials, and rehabilitation engineering decisions. |
Track: | 10. Concrete Pavement Performance |
Subtrack: | PP 2. Guidelines and Protocols for Concrete Pavement Performance |
Approximate Phasing: | N/A |
Estimated Cost: | $500 k–$750 k |
Many highway departments must evaluate inservice pavements and determine the reasons for good, marginal, or poor pavement performance. Often, a clear understanding of the all the elements of design, materials, construction, and inservice data is necessary to determine precisely what occurred or caused some action. In the past several years, the concrete paving industry has examined many pavements to determine the specific causes of a distress and have spent large amounts of time and money pulling together data. This problem statement will create a structure to examining pavements and develop a better way to determine remaining pavement life. | |
Tasks: | |
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Benefits: | Forensic analysis that could be tied with the determination of remaining life to develop criteria for selecting appropriate rehabilitation and pavement strengthening actions to extend the existing pavement performance life. |
Products: | A state-of-the-art forensic study manual. |
Implementation: | This research may be divided into separate contracts for tasks 1–4, 5–7, and 8. The research results will be implemented through technology transfer of the forensic study manual. |
Track: | 10. Concrete Pavement Performance |
Subtrack: | PP 2. Guidelines and Protocols for Concrete Pavement Performance |
Approximate Phasing: | N/A |
Estimated Cost: | $200 k–$400 k |
State highway agencies use many procedures to rate their pavements for management and engineering purposes. These vary widely from State to State. This research will develop guidelines for State highway agencies to improve their pavement rating systems. The pavement condition index (PCI) procedure was developed in the 1970s and 1980s for airport pavements and city street pavements. The main scope of the PCI was to provide a simple yet consistent tool for rating pavements that would reflect the experience of many experienced engineers. The rating scale, from 0 to 100, was divided into categories such as excellent, very good, good, fair, poor, and very poor. This procedure found wide use and acceptance by the U.S. military, Federal Aviation Administration (FAA), and some cities. Its main advantage is that it provides a simple, consistent, and uniform way to rate pavements with an overall score, but also includes individual distresses to determine the causes of deterioration, making it possible to better recommend rehabilitation treatments. In the 1980s, FHWA sponsored research to adapt the PCI to high-speed highways, and an initial procedure was completed. This initial work needs further consideration regarding its value today for State highway agencies as a consistent rating procedure. |
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Tasks: | |
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Benefits: | A more accurate and efficient high-speed highway pavement rating system for use by State highway agencies. |
Products: | Guidelines for State highway agencies to improve their pavement rating systems; implementation documents to be used directly by highway agencies to make use of high-speed highway pavement rating procedures. |
Implementation: | This work will result in implementation documents to be used directly by highway agencies to use the PCI procedures for high-speed highways. |