3 edition of Pavement deflection as pavement overlay criteria found in the catalog.
Pavement deflection as pavement overlay criteria
John C. Cook
by College of Engineering Research Division, Washington State University in Pullman
Written in English
|Statement||by John C. Cook and Milan Krukar.|
|Series||Highway Research Section publication H-33|
|Contributions||Krukar, Milan., Washington State University. College of Engineering. Research Division., Washington (State). Dept. of Highways.|
|The Physical Object|
|Pagination||1 v. (various pagings)|
appropriate structural pavement design methodology, pavement type, and design criteria. In addition to providing an analytical approach to structural pavement design, Chapter 54 presents an analytical method for selecting the most economical pavement design that can be expected to meet structural design Size: 1MB. PAVEMENT DEFLECTION MEASUREMENT & INTERPRETATION FOR THE DESIGN OF REHABILITATION TREATMENTS procedure, where the designed rehabilitated pavement (e.g. existing pavement plus an overlay) is modelled as multiple layers of linear elastic materials. Using CIRCLY Table Deflection criteria in relation to Annual Average Daily Traffic (ADDT).
These are cracks in a flexible pavement overlay of a rigid pavement (i.e., asphalt over concrete). They occur directly over the underlying rigid pavement joints. Joint reflection cracking does not include reflection cracks that occur away from an underlying joint or . pavement. The deflection of the pavement surface produced by the test load is transmitted to the other end of the beam where it is measured by a dial gauge or recorder. The movement at the dial gauge end of the beam is one-half of that at the contact point end. The load on the dual wheel can be in the range of to Tones.
For rigid and semi-rigid pavement tensile stress is taken as the design criteria. To find the characteristic deflection of the pavement BBD(Benkelmen beam deflection) tests are conducted along the pavement’s most stressed path as per IRC Specifications. During the test, several other tests and readings are recorded to find the deflection. Contents Jointed Plain Concrete Pavement Jointed Reinforced Concrete Pavements Continuously Reinforced Concrete Pavements Cement Concrete both Plain and Reinforced overlays are used as a rehabilitation technique for both existing Rigid and asphaltic pavements. Concrete overlays have potential advantage over asphaltic overlays owing to: Extended.
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Pavement surface deflection measurements are the primary means of evaluating a flexible pavement structure and rigid pavement load transfer. Although other measurements can be made that reflect (to some degree) a pavement’s structural condition, surface deflection is an important pavement evaluation method because the magnitude and shape of pavement deflection is a function of traffic (type.
deflection criteria for flexible pavements and the design of overlays. the long-term performance of flexible pavements can be determined by the magnitude of the transient deflections which occur under traffic.
a continuous program of deflection measurements extending over fifteen years has been carried out through full-scale road experiments.
The basic approach of the overlay design procedure is to identify continuous pavement sections of uniform performance, obtain “static” pavement surface deflections with the Benkelman Beam or other device and determine the expected traffic by use of section summarizes the approach described in the Asphalt Institute ’s Asphalt Overlays for Highway and Street Rehabilitation (MS.
pavement deflection as a pavement overlay criteria. dynaflect equipment was used to measure deflection on miles of washington highways. this study relates primarily to pavement systems consisting of asphaltic concrete over cement treated bases, asphalt treated bases, or untreated aggregate bases.
(AC) pavement cross sections. The tolerable deflection for a range of traffic has been correlated with acceptable performance. For the range of conditions encountered in California, these curves appear to give adequate evaluation.
In effect, they also in-dicate approximate equivalent pavement sections based on deflection. However, it has. Flexible Pavement Evaluation and Overlay Design. A rational method for flexible pavement evaluation and overlay design using the Dynaflect deflections is presented.
Evaluation charts and design curves are based primarily on the results of a comprehensive two-year study during which the Dynaflect deflections were systematically monitored on selected flexible pavements located strategically Cited by: 4.
TechnicalPaper FLEXIBLEPAVEMENTDEFLECTIONS-METHODS OFANALYSISANDINTERPRETATION TO: ,Director Februaryl^, JointHighwayResearchProject FROM: l. AI Deflection Method The overlaid pavement is considered as a two layer system with AC overlay as layer 1 and the existing pavement as layer 2.
By considering the existing pavement as a homogeneous half space, and using the characteristic deflection the modulus value of layer 2 is found out from E2 = ( p a) / D c (A) Where,File Size: 1MB. flection research and the use of pavement deflection measurements for overlay design.
Between and 19GO, we developed a semiautomatic deflection device, based on the Benkelman beam principle, known as the traveling deflectometer (Fig. The rebound deflection of the pavement was measured using Benkelman Beam Deflection Technique and related to the pavement performance.
Overlay design was done and thickness of the overlay was estimated as ranging between mm to mm in terms of Bituminous Macadam.
Agarwal et al.  studied the performance ofFile Size: KB. measurement and some measure of structural condition. Pavement deflection testing is rapidly becoming an integral part of pavement management practices. Deflection testing provides a rapid and relatively inexpensive method of determining the in-situ condition of existing pavements.
Kentucky has been using the Road Rater since the early 'sCited by: 1. Deflection measurements can be used as a basis for determining the strength of existing flexible pave ments and the pavement structure required for future traffic.
variation in subgrade strength contributes more to variation in total strength than any o~her layer of the pavement structure. existing asphalt pavement. The overlay can be placed on an existing asphalt pavement or a composite pavement (asphalt on top of concrete), as shown in Figure 1.
Figure 1. Pavement types suitable for BCOAs. Suitable Candidates BCOAs are a good rehabilitation alternative for pavements that are currently in good to fairFile Size: 1MB.
strengthening the existing pavement layers (stabilisation), granular overlay, asphalt overlay, or any combination of these. The requirement to determine each pavement layer’s elastic material properties for mechanistic design is now a principal issue for pavement designers. Measuring deflection bowls provides aFile Size: 2MB.
Rebound deflection is used for overlay design. * Rebound Deflection: The deflection within elastic limit, i. e, recoverable deflection or elastic deflection.
In a well designed road, deflection is entirely elastic and recoverable. * Residual Deflection: Non recoverable deflection. As. pavement layer thicknesses, FWD deflection basins, air temperature of the previous day, pavement surface Allowable Axle Loads on Pavements. Final Report. Prepared by: Peter Bly Lev Khazanovich Eighteen different failure criteria models (in fatigue cracking, subgrade deformation, and base.
Abstract. According to the definition in Sectionstructural behavior describes the relationship between the physical features of pavement structure and pavement materials and the mechanical properties under the influence of external factors (ie, loads and environments), which determine the rules and variation patterns of pavement performance under the integrated effects of traffic loads.
pavement design procedure, it was not fully implemented at that time. However, a Dynaflect-deflection based pavement evaluation chart developed from that study is still widely used in Louisiana for routine structural evaluation of existing pavements .
The current LADOTD overlay thickness design follows the “component analysis”. Concrete Pavement Resurfacing. separate the old and new layers so that they may act independently of each other through temperature cycles and load deflection.
The separation interlayer prevents distresses in the old pavement from reflecting through into the overlay. Bonding the concrete overlay to the asphalt pavement creates a. Chapter 7: Flexible Pavement Rehabilitation Anchor: #i Section 1: Overview Anchor: #i Introduction.
Developing a rehabilitation design generally requires extensive investigation into the condition of the existing pavement structure, performance history, and laboratory testing of materials to establish suitability of existing and proposed materials for use in the.
TRB’s second Strategic Highway Research Program (SHRP 2) Report S2-R06F-RW Assessment of Continuous Pavement Deflection Measuring Technologies catalogs existing continuous deflection measuring technologies and assesses the capabilities of select devices.
It also includes case studies that illustrate the application of the technology for supporting various pavement management decision.Unfortunately, this book can't be printed from the OpenBook.
If you need to print pages from this book, we recommend downloading it as a PDF. Visit to get more information about this book, to buy it in print, or to download it as a free PDF.Some of the salient features of the book are: Concise introduction to various contact and non-contact type equipment for pavement evaluation; standards and models for assessing road roughness and.