Download or read book Assessment of Composite Pavement in Virginia written by M. Shabbir Hossain and published by . This book was released on 2020 with total page 61 pages. Available in PDF, EPUB and Kindle. Book excerpt: The Strategic Highway Research Program 2 (SHRP2) identified composite pavement as a “renewal solution” to support for implementation, and the Virginia Department of Transportation (VDOT) received funding to demonstrate its potential. In 2017, this funding was applied to support major rehabilitation of two westbound lanes of US 60 in Henrico County, Virginia, a project that essentially replaced 1.1 miles of deteriorated concrete pavement with a new composite system consisting of continuously reinforced concrete pavement (CRCP) overlaid with stone matrix asphalt (SMA). This new composite pavement was designed in accordance with the 1993 AASHTO Guide for Design of Pavement Structures and was constructed in accordance with VDOT specifications and standards existing at the time. During construction, material properties were characterized to enable mechanistic-empirical (ME) analysis, and AASHTOWare Pavement ME Design software was then used to analyze the pavement again using the “asphalt concrete overlay over CRCP” option as suggested in the SHRP2 research. Because of the low truck traffic count on US 60, the predicted distresses for a 30-year design life were found to be very low compared to an analysis that uses the Pavement ME Design software default criteria. Through-the-thickness temperature changes were also monitored and it was found that the asphalt overlay provides an insulating effect for the underlying concrete, hence reducing the curling and thermal stresses in the concrete pavement. SHRP2 researchers suggested that the thickness of the concrete portion of a composite pavement could usually be 1 to 3 in less than that of a plain (bare) concrete for comparable performance. Similar trends were observed for a higher truck traffic scenario in this study when a composite pavement (CRCP overlaid with SMA) was analyzed using the Pavement ME Design software. VDOT maintains more than 500 lane-miles of CRCP that has been overlaid with asphalt at an average age of 26 years. These pavements, now considered “composite” pavements, are still in service, often after multiple asphalt mill and replace operations, with some as old as 52 years. The average life of these overlays is 10 to 15 years, with the combination of CRCP and SMA often providing 16 to 23 years per cycle. The main distress mechanisms in a composite pavement are reflective cracking and rutting. The natural cracking and rut resistance of SMA therefore make it an ideal option for the asphalt component of a composite system. Such a design will protect the concrete base before any distresses have developed while also moderating thermal stresses (the insulating effect). The prospects for superior long-term service with low maintenance costs are excellent.

Download or read book Field Investigation of High Performance Pavements in Virginia written by and published by . This book was released on 2005 with total page 33 pages. Available in PDF, EPUB and Kindle. Book excerpt: This study evaluated 18 pavement sections located in high-traffic highways in Virginia to find a premium pavement design with a life span of 40 years or more using current and past field experience. The selected pavement sections were thought to perform well. Eight flexible pavements, six composite pavements, two continuously reinforced concrete pavements, and two jointed plain concrete pavements were investigated. Field testing consisted of (1) falling weight deflectometer (FWD) testing to assess the structural capacity of the different pavements and to backcalculate the pavement layer materials' moduli, (2) ground-penetrating radar (GPR) scanning to determine layer thicknesses and to locate any abnormalities inside the pavements, (3) digital imaging to determine condition indices, (4) longitudinal profile measurements to calculate International Roughness Index, and (5) coring and boring to perform material characterization of pavement layers. Hot mix asphalt tests included resilient modulus and creep compliance. Concrete was tested for compressive strength. The analysis of the collected data suggests that premium pavement designs can be obtained. The field investigations suggest that all the tested sites are performing satisfactorily and show very low structural distress. Limited material-related problems were found at some sites, which induced non-load related distresses. It was also confirmed that FWD, GPR, and digital imaging are very useful tools to assess the condition of existing pavements. Since the three categories of pavements (flexible, composite, and rigid) were found to perform well, the study recommends that evaluation of other pavement sections, which are thought to perform in a less than optimal state, be conducted to define the causes of the less than desired performance. The selection of the most appropriate premium pavement design should be based on a detailed life-cycle cost analysis; hence, such analysis should be performed. Mechanistic empirical modeling of the best performing section within each category would allow the prediction of future pavement performance for use in the life-cycle cost analysis.

Download or read book Composite Pavement Systems written by Gerardo W. Flintsch and published by . This book was released on 2008 with total page 70 pages. Available in PDF, EPUB and Kindle. Book excerpt: Composite pavement systems have shown the potential for becoming a cost-effective pavement alternative for highways with high and heavy traffic volumes, especially in Europe. This study investigated the design and performance of composite pavement structures composed of a flexible layer (top-most layer) over a rigid base. The report compiles (1) a literature review of composite pavement systems in the U.S. and worldwide; (2) an evaluation of the state-of-the-practice in the U.S. obtained using a survey; (3) an investigation of technical aspects of various alternative composite pavement systems designed using available methodologies and mechanistic-empirical pavement distress models (fatigue, rutting, and reflective cracking); and (4) a preliminary life cycle cost analysis (LCCA) to study the feasibility of the most promising composite pavement systems. Composite pavements, when compared to traditional flexible or rigid pavements, have the potential to become a cost-effective alternative because they may provide better levels of performance, both structurally and functionally, than the traditional flexible and rigid pavement designs. Therefore, they can be viable options for high volume traffic corridors. Countries, such as the U.K. and Spain, which have used composite pavement systems in their main road networks, have reported positive experiences in terms of functional and structural performance. Composite pavement structures can provide long-life pavements that offer good serviceability levels and rapid, cost-effective maintenance operations, which are highly desired, especially for high-volume, high-priority corridors. Composite pavements mitigate various structural and functional problems that typical flexible or rigid pavements tend to present, such as hot-mix asphalt (HMA) fatigue cracking, subgrade rutting, portland cement concrete (PCC) erosion, and PCC loss of friction, among others. At the same time, though, composite systems are potentially more prone to other distresses, such as reflective cracking and rutting within the HMA layer. Premium HMA surfaces and/or reflective cracking mitigation techniques may be required to mitigate these potential problems. At the economic level, the results of the deterministic agency-cost LCCA suggest that the use of a composite pavement with a cement-treated base (CTB) results in a cost-effective alternative for a typical interstate traffic scenario. Alternatively, a composite pavement with a continuously reinforced concrete pavement (CRCP) base may become more cost-effective for very high volumes of traffic. Further, in addition to savings in agency cost, road user cost savings could also be important, especially for the HMA over CRCP composite pavement option because it would not require any lengthy rehabilitation actions, as is the case for the typical flexible and rigid pavements.

Download or read book Developing an Implementation Strategy for Virginia Department of Transportation Pavement Rehabilitation Design Using Mechanistic Empirical Concepts written by Harikrishnan Nair and published by . This book was released on 2022 with total page 56 pages. Available in PDF, EPUB and Kindle. Book excerpt: The Mechanistic-Empirical Pavement Design Guide (MEPDG) was developed with an objective to provide the highway community with a state-of-the-practice tool for the design of new and rehabilitated pavement structures. The Virginia Department of Transportation (VDOT) officially adopted the MEPDG for new construction for interstate and primary routes effective January 1, 2018. For rehabilitation design, VDOT currently uses an earlier-generation AASHTO guide, the 1993 Guide for Design of Pavement Structures, but expects eventually also to implement the MEPDG for the most common scenarios. To ensure a more effective overlay design, it is imperative to conduct a local calibration/validation of design procedures and to determine the proper material inputs for both the existing and any new pavement materials that may be used in the rehabilitation. The purpose of this study was to assist VDOT in the implementation of AASHTOWare Pavement ME Design software (hereinafter “Pavement ME Design”) for the design of overlays for existing flexible, rigid, and composite pavement. The study evaluated various input levels and the need for separate local calibration factors for rehabilitation of asphalt concrete (AC) over AC, AC over jointed concrete, and AC over continuously reinforced concrete pavements using Version 2.2.6 of Pavement ME Design. The study recommends implementation of the use of the current Version 2.2.6 for rehabilitation design only after a detailed sensitivity analysis with regard to various distresses using current calibration coefficients. Further, the study recommends the promotion of detailed forensic evaluation as part of rehabilitation design for restorative maintenance projects and that VDOT consider adopting V2.6 of Pavement ME Design for new and rehabilitation design.

Download or read book Evaluation of Pavement Design in Virginia Based on Layer Deflections Subgrade and Its Moisture Content written by Nari K. Vaswani and published by . This book was released on 1970 with total page 35 pages. Available in PDF, EPUB and Kindle. Book excerpt: In this investigation, the optimum structural strength contributed by a material to the overall strength of the pavement was studied for cases applicable to Virginia. The variables were (a) the modulus of elasticity or the thickness equivalency of the material, (b) the thickness of the material in the layer, (c) the location of the material with respect to other layers containing stronger or weaker materials and in varying thicknesses, and (d) the effect of the total pavement thickness and the depth of the material from the top of the pavement. The investigation consisted of two parts: (a) a study of the thickness equivalencies of the materials on interstate, primary, secondary and subdivision roads in Virginia, and (b) a model study. The evaluation of the highway system was quantitative, while that of the model study was qualitative only. This investigation showed that the structural strength of a pavement is decreased when a weaker layer is placed over a stronger layer or when a weaker layer is sandwiched between two strong layers. The investigation also showed that when the bottom of the top layer does not bend, the stress distribution is bulb type; and when the bottom bends, the stress distribution is fan type. Each case would therefore need a different mathematical treatment for design.

Download or read book Evaluation of Pavement Design in Virginia Based on Layered Deflections Subgrade and Its Moisture Content written by Nari K. Vaswani and published by . This book was released on 1974 with total page 40 pages. Available in PDF, EPUB and Kindle. Book excerpt: Studies were conducted to relate the deflection of flexible pavements to such environmental factors as temperature and moisture content of the pavements and their subgrade soils. Also considered were the thickness and the relative positions of the different components making up the pavement systems. Seven pavement designs were studied with respect to the above factors. The major conclusions of the study are: 1. The effect of a weak sandwiched layer in reducing pavement strength needs to be considered during pavement design and evaluation. 2. The air temperature considerably affects the pavement modulus. There is a great need for correcting dynaflect deflections for temperature in Virginia. 3. Another factor that affects the value of the pavement modulus is the rigidity of the support to the asphaltic concrete; the greater the rigidity, the, higher the pavement modulus. 4. The temperature sensitivity of the pavement modulus is directly proportional to the pavement modulus and the thickness of the asphaltic concrete layer. 5. The primary factor that affects the subgrade modulus appears to be the relative density of the subgrade soil. Low density soils cause high subgrade moisture and low subgrade modulus and high variations in both the moisture and modulus. The reverse is also true.

Download or read book Network level Pavement Evaluation of Virginia s Interstate System Using the Falling Weight Deflectometer written by Brian K. Diefenderfer and published by . This book was released on 2008 with total page 120 pages. Available in PDF, EPUB and Kindle. Book excerpt: The Virginia Department of Transportation (VDOT) currently uses the results of automated surface distress surveys to assist in developing pavement maintenance strategies for its interstate and primary roadways. Totaling nearly 27,000 lane-miles, these roadways consist of flexible, rigid, and composite (flexible over rigid) pavements. These video-based surface distress data consist of quantities of distress that is visible in the pavement surface; however, no information regarding the actual structural capacity of the pavement system on a network level is currently available. This study describes the processes and presents the results of a network-level survey conducted on Virginia's interstate system using the falling weight deflectometer (FWD). The data obtained from this study can be used by pavement engineers to determine the structural capacity of the interstate network and to develop condition forecasting tools to assist with determining future structural conditions. Similar network surveys have been performed by the Kansas, Texas, New Jersey, Indiana, and Oklahoma departments of transportation. Although it is not yet possible to assign a monetary benefit to the results of this study as these data were not previously available, their benefits to VDOT's Asset Management Division are expected to be great. The use of these data can result in more cost-effective decisions regarding pavement rehabilitation. In a study comparing pavement rehabilitation designs based on visually observable distresses versus pavement rehabilitation designs based on structural capacity using the FWD for sections of interstate pavement in New Jersey, the authors estimated that only 27% of the designs based on visually observable distresses agreed with those based on structural data; 41% of the rehabilitation treatments were underdesigned, and 32% were overdesigned. The current study recommends that VDOT continue network-level structural evaluation of the interstate system using the FWD and perform similar testing on the primary network.

Download or read book Evaluation of a Concrete Pavement Restoration Project in Virginia written by Thomas E. Freeman and published by . This book was released on 1994 with total page 26 pages. Available in PDF, EPUB and Kindle. Book excerpt: The purpose of this Federal Highway Administration Demonstration Project was to evaluate the installation and performance of a section of I-81 in Botetourt County, Virginia, that was rehabilitated by concrete pavement restoration (CPR) methods. The seven repair techniques used were (1) slab replacement, (2) patching, (3) slab stabilization (4) surface grinding, (5) joint resealing, (6) subdrain installation, and (7) load transfer restoration. Although the individual repair techniques had varying degrees of success, CPR as an integrated system was generally effective in restoring the pavement's structural and functional integrity. It was recommended that the Virginia Department of Transportation routinely consider CPR as a viable alternative for pavement rehabilitation. It was also recommended that projects under consideration for restoration be carefully evaluated to ascertain whether their structural conditions render them suitable for CPR.

Download or read book Installation and Initial Evaluation of Paving Fabric Interlayers for Mitigating Reflective Cracking in Pavements written by Harikrishnan Nair and published by . This book was released on 2020 with total page 37 pages. Available in PDF, EPUB and Kindle. Book excerpt: Propagation of cracks from existing pavements into a new asphalt concrete overlay (reflective cracking) is a major problem for both rigid and flexible pavements. Reflective cracking in pavements compromises ride quality and reduces the service life of the pavement. Reflective cracking of the asphalt layer over jointed concrete pavement is a perennial problem in Virginia and elsewhere. State transportation agencies continue to try various available treatment methods to delay or prevent reflective cracking with corrective or restorative maintenance. Some of those treatments include using paving fabric as an interlayer. Virginia has anecdotal experience with paving fabric interlayers, but little well-documented history with which to assess performance. The objective of this study was to establish a performance baseline for fabric interlayers in conjunction with asphalt concrete overlays on existing flexible, rigid, and composite pavements by documenting the installation and initial field performance of several projects in Virginia. Two types of interlayer fabric were used. One of the interlayers needed an asphalt leveling course for placement based on the manufacturer's specifications. As expected, all of the sections with interlayers are performing well. However, most of the sections were placed in 2017 and 2018, and hence the performance data are preliminary. These sections need to be monitored continuously to track pavement distress and performance over time. The cost of using interlayers in pavement ranged from 6 .0 dollars to 8 .0 dollars per square yard, depending on the type of fabric and installation method. Long-term performance data are needed to assess the benefit-cost effectiveness of using paving fabric interlayers in pavements.

Download or read book Evaluation of Sandwich Layer System of Flexible Pavements in Virginia written by Nari K. Vaswani and published by . This book was released on 1972 with total page 31 pages. Available in PDF, EPUB and Kindle. Book excerpt: The use of a weak sandwich layer in a four-layer system is common in the construction of flexible pavements, but the use of a sandwich layer in a three-layer system is in the experimental stage in Virginia. Theoretical and field studies have been carried out to determine how sandwiched layers affect the design and performance of pavement systems. It has been determined that a flexible sandwiched layer can be economically used in a four-layer system by providing an optimum thickness of the sandwiched material. The optimum thickness as determined in this investigation is the minimum thickness that will: (1) act as a cushion to prevent cracking in the soil cement subbase from reflecting to the surface, and (2) permit compliance with the density specifications. For crushed stone this thickness is 4". Use of this thickness should increase pavement life .and reduce construction costs. It has also been shown that the four-layer system pavements can be evaluated through elastic layered theory. A three-layer sandwich system of economical design and based on traffic requirements is recommended for low traffic volumes. In this case it has been determined that the optimum thickness is that which will (1) prevent reflection cracking through the untreated aggregate from the 6-inch soil cement layer, and (2) satisfy the density specification. These requirements can be met with a 3" to 4" layer of crushed stone with a prime and double seal. The evaluation of the four-and three-layer systems has shown that the strains and the resulting pavement life can be predicted from dynaflect deflections.

Download or read book Performance of Ground Tire Rubber Modified Asphalt Mixture Overlays Over Jointed Concrete Pavements on US 60 in the Virginia Department of Transportation s Richmond District written by Harikrishnan Nair and published by . This book was released on 2022 with total page 0 pages. Available in PDF, EPUB and Kindle. Book excerpt: Ground tire rubber (GTR) from scrap tires is used in asphalt mixtures (rubber modified asphalt [RMA]) for improving the performance of pavements. There are different ways to add GTR in asphalt mixtures, but the two primary methods are referred to as the “wet” and “dry” processes. The dry process incorporates GTR directly into the asphalt mixture during production (directly to the aggregates through the reclaimed asphalt pavement collar). The Virginia Department of Transportation (VDOT) has limited experience with RMA mixtures in Superpave dense-graded mixtures using the dry process, but the relative ease of mixture production makes the dry process an attractive option for RMA. In the fall of 2019, VDOT placed a dense-graded RMA mixture, SM 12.5 (GTR), on US 60 in VDOT’s Richmond District (New Kent County). This was the first use of a SM 12.5 (GTR) mixture in Virginia using the dry process method. The purpose of this study was to establish a performance baseline for a GTR modified dense-graded asphalt mixture that was designed and produced using the dry process. The US 60 project also included the use of a thin hot mix asphalt concrete overlay (THMACO) as an interlayer. An assessment of the THMACO as an interlayer was a secondary objective of the study. The study found that dry process SM 12.5 (GTR) mixture can be produced and placed with no significant field-related concerns and that the special provision developed for its use was effective. Density requirements were achieved, and the as-placed mat had excellent (very low) permeability characteristics. Laboratory performance testing showed the SM 12.5 (GTR) mixture to be more crack resistant than conventionally modified polymer (SM 12.5E) mixtures. Conventionally modified SM E mixtures had slightly better rutting performance. However, this conclusion was based on performance testing and thresholds that were developed for non-modified asphalt mixtures. Additional laboratory and field performance comparison is needed to develop mixture acceptance criteria for GTR mixtures. Further, THMACO mixtures had excellent laboratory reflective cracking resistance properties. They performed particularly well in the Texas overlay test. Grading of extracted (from the asphalt mixture) binder may not provide an accurate representation of the binder performance for the dry process GTR modified asphalt. Continued monitoring of performance will be needed to quantify any benefit of SM 12.5 (GFR) mixtures in comparison with regular SM E mixtures. The study recommends additional field trials with SM 12.5 (GTR) mixtures for performance evaluation. Further, the study recommends continued use of a THMACO as an interlayer to mitigate reflective cracking for composite pavements.

Download or read book Performance Study of Typical Virginia Pavements written by Kenneth H. McGhee and published by . This book was released on 1972 with total page 17 pages. Available in PDF, EPUB and Kindle. Book excerpt: The performance of in-service typical Virginia flexible and rigid pavements in all areas of the state has been under evaluation since 1954. The objectives are to provide a ready reference for designers and field engineers and to provide background information for design improvement. Periodic deflection and roughness tests have been conducted along with field inspections. The records maintained on each pavement reflect condition, traffic, construction costs, and major repairs. Among the major findings of the study are: 1. Cement stabilized subgrades under recently constructed flexible pavements have virtually eliminated rutting and other major distortions; 2. the estimated cumulative number of 18 kip equivalent axle loads sustained by a pavement up to a fixed degree of cracking is directly related to a parameter used to define the shape of the dynaflect deflection basin; 3. terminal PSI as defined from the AASHO Road Test is too insensitive for use in the evaluation of flexible pavement performance in Virginia; 4. and the use of too long a joint spacing and of metal joint forming inserts has impaired the performance of rigid pavements in Virginia.

Download or read book HVS Evaluation of Flexible Overlays on Composite Pavement written by Yusuf A. Mehta and published by . This book was released on 2018 with total page 83 pages. Available in PDF, EPUB and Kindle. Book excerpt:

Download or read book Determination by the Falling Weight Deflectometer of the In situ Subgrade Resilient Modulus and Effective Structural Number for I 77 in Virginia written by Khaled A. Galal and published by . This book was released on 2007 with total page 22 pages. Available in PDF, EPUB and Kindle. Book excerpt: The Virginia Department of Transportation (VDOT) manages approximately 27,000 lane-miles of interstate and primary roadways, of which interstate pavements comprise approximately 5,000 lane-miles. These pavements consist of flexible, rigid, and composite pavements. Virginia's pavements are managed using an asset management system (AMS) that incorporates a pavement management system (PMS), which aids VDOT in determining the funding required for various levels of pavement maintenance (i.e., preventive maintenance, rehabilitation, or reconstruction activities). As part of VDOT's AMS (PMS) system, a large portion of the interstate pavement system was visually rated annually to determine a condition index based on load-related and non-load related distresses. Recently, VDOT began using an automated distress collection procedure for this task that incorporates the measurement of pavement condition data such as the international roughness index, rutting in both wheel paths, cracking, and number of patches and potholes. However, there is no current protocol to assess the structural capacity of the pavement on a network level and thus determine the remaining load-carrying capacity (service life) of a pavement structure. Many state departments of transportation use the falling weight deflectometer (FWD) to collect pavement deflection data at the project or network level. The analysis of these data provides the effective roadway resilient modulus, the effective in-situ structural number, the pavement layer moduli, the effective in-situ layer coefficient, or all of these parameters. This process is accomplished through a backcalculation procedure using routines that use the FWD deflection data, known as the deflection basins; the FWD load history; and the pavement layer thicknesses as inputs to this procedure. VDOT currently uses the 1993 AASHTO Guide for Design of Pavement Structures for the design of its new or rehabilitated pavement structures. As VDOT moves to implement the proposed Mechanistic-Empirical Pavement Design Guide (MEPDG), characterizing existing pavement conditions, including the resilient modulus of the subgrade, is necessary to ensure optimum designs. This study collected the in-situ layer conditions, the in-situ structural number, and the in-situ subgrade resilient modulus and deflection data for Virginia's I-77 using FWD network level testing. This testing was found to be a viable tool to classify existing structural network conditions. The information can be used by pavement designers and pavement management engineers to address network needs in terms of rehabilitation strategies and fund management. The study recommends that structural testing on the network level be conducted for all interstate and primary routes in Virginia and used in conjunction with VDOT's AMS. Obtaining such data through traditional destructive testing requires coring and boring operations that incur traffic control, equipment, and personnel costs. To conduct such operations at the network level would cost VDOT approximately $5.06 million annually. The costs for the FWD network level testing used in this study are estimated at $83,200 annually, resulting in an annual cost savings for VDOT of almost $5 million.

Download or read book Life Cycle Impact Assessment of Recycled Pavement Projects in Virginia written by Eugene A. Amarh and published by . This book was released on 2021 with total page 72 pages. Available in PDF, EPUB and Kindle. Book excerpt: This report describes a study conducted to evaluate the performance and quantify the potential environmental benefits of recycled asphalt pavement projects completed in Virginia. The performance of the recycled projects was assessed by evaluating collected stiffness data and by the development of performance prediction models based on data obtained from the Virginia Department of Transportation (VDOT) pavement management system. Quantifying the potential environmental impacts for these projects was completed following recommendations by Harvey et al. in Pavement Life Cycle Assessment Framework. Modeling of unit processes in the various pavement life cycle stages was tailored to represent conditions and practices used in Virginia to the extent possible. The global warming (GW) score and a Single Score Index were used to assess pavement recycling projects completed in Virginia. The study found that approximately 98% of the total GW score result came from pavement smoothness during the use stage. During the cradle-to-laid (material production, transportation, and construction) stage, the results showed that pavement recycling projects used for interstate reconstruction and primary route restorative maintenance were more environmentally friendly—as they yielded lower GW scores—compared to the conventional approaches. The results found that full depth reclamation (FDR) projects used as reconstruction on primary routes sometimes had a higher GW score compared to conventional projects, especially in instances when cement was used as a stabilizing agent (cement production at the plants is associated with high greenhouse gas emissions). When considering the entire life cycle, most of the GW score impacts came from the use stage. The results of the structural evaluation showed that there were no large changes in the stiffness of the recycled layers for FDR projects when comparing data from 36-month and 10-year testing periods. The predicted functional service life of all recycling projects ranged from 6 to more than 30 years using thresholds based on either ride quality or a distress index. For FDR projects, cement-stabilized projects were generally predicted to last longer when compared to the asphalt-stabilized projects. The study recommends that VDOT consider reoccurring structural evaluation of all completed pavement recycling projects to better evaluate the trends observed in this report. To reduce environmental impacts, VDOT should encourage (or even incentivize) practices that improve the initial pavement smoothness for recycling projects and use structural designs that are expected to have a low annual rate of deterioration. To better account for the actual deterioration of pavement recycling projects with the agency pavement management system, VDOT should develop a set of recycling-specific deterioration models to better reflect their anticipated longer service lives. Finally, VDOT should develop a framework to implement life cycle assessment practices to complement the current selection and design process, for pavement maintenance and rehabilitation projects, that will result in reduced environmental impacts.

Download or read book Pavement Evaluation and Recommended Bituminous Overlay Thickness Design for Virginia Primary Highways written by Gary Lynn Weekley and published by . This book was released on 1973 with total page 124 pages. Available in PDF, EPUB and Kindle. Book excerpt:

Download or read book AASHO Road Test Findings Applied to Flexible Pavements in Virginia written by Nari K. Vaswani and published by . This book was released on 1966 with total page 53 pages. Available in PDF, EPUB and Kindle. Book excerpt: