United States Department of Transportation
i
Monitoring and modeling of pavement response and performance task B : New York volume 1, I490, RT9a, and I86 AC pavement.
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2012-05-01
[PDF-8.73 MB]
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Alternative Title:Monitoring and modeling of pavement response and performance task B : New York Pooled Fund Project TPF-5 (121) volume 1, I490, RT9a, and I86 AC pavement
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Edition:Technical report.
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Abstract:This volume reports on experiments at three pavement sites in New York, I490 in Rochester, RT9A in New York City,
and I86 near Angelica. I490 included JPCP sections instrumented to monitor loss of support from curling and warping
during curing and early use, plus an experiment on different dowel bar and tie bar configurations. Instrumentation
included linear variable displacement transducers (LVDTs) measuring displacement and vibrating wire strain gauges
(VWSGs) measuring strain, stress, and temperature. Data were gathered by applying falling weight deflectometer
(FWD) and with a Dipstick® and a profilometer. Environmental and response data from the embedded instrumentation
were collected from construction in June 2002 through 2004, and FWD responses were measured during 2006-2011.
In conclusion, evidence for loss of support resulting from both warping and built-in curling was found. Among the
three dowel bar configurations, E2, which had the narrowest spacing and the smallest bar cross-sections, had test
sections with the least curling and the best FWD load transfer efficiency (LTE) under negative temperature gradient
(morning). All sections performed well under positive temperature gradient (afternoon), with LTE>93%.
Instrumentation of a PCC section on RT9A adjacent to the Freedom Tower site in Manhattan, New York City, was
installed in June 2008 to monitor the heavy construction related traffic. Instrumentation included LVDTs, VWSG,
other strain gauges, and thermocouples. FWD data were collected after two months, but further data could not be
collected due to restrictions accessing the site.
On I86 near Angelica, a JRCP pavement was rubblized and covered with a 20 cm (8 in) asphalt pavement. A
special test section substituted a perpetual pavement structure for the standard design, and included four layers ranging
from 100 mm (4 in) to 40 mm (1.57 in) in thickness. The test pavement was instrumented with LVDTs,
thermocouples, strain gauges, and pressure cells. FWD testing was conducted November 2006 through August 2011.
After nearly five years of service, very slight distress could be observed in the standard AC pavement, and no distress
was observed in the perpetual pavement section.
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