The calibration of transfer functions is essential for accurate pavement performance predictions in the PavementME design. Several studies have used the least square approach to calibrate these transfer functions. Lea...The calibration of transfer functions is essential for accurate pavement performance predictions in the PavementME design. Several studies have used the least square approach to calibrate these transfer functions. Least square is a widely used simplistic approach based on certain assumptions. Literature shows that these least square approach assumptions may not apply to the non-normal distributions. This study introduces a new methodology for calibrating the transverse cracking and international roughness index(IRI) models in rigid pavements using maximum likelihood estimation(MLE). Synthetic data for transverse cracking, with and without variability, are generated to illustrate the applicability of MLE using different known probability distributions(exponential,gamma, log-normal, and negative binomial). The approach uses measured data from the Michigan Department of Transportation's(MDOT) pavement management system(PMS) database for 70 jointed plain concrete pavement(JPCP) sections to calibrate and validate transfer functions. The MLE approach is combined with resampling techniques to improve the robustness of calibration coefficients. The results show that the MLE transverse cracking model using the gamma distribution consistently outperforms the least square for synthetic and observed data. For observed data, MLE estimates of parameters produced lower SSE and bias than least squares(e.g., for the transverse cracking model, the SSE values are 3.98 vs. 4.02, and the bias values are 0.00 and-0.41). Although negative binomial distribution is the most suitable fit for the IRI model for MLE, the least square results are slightly better than MLE. The bias values are-0.312 and 0.000 for the MLE and least square methods. Overall, the findings indicate that MLE is a robust method for calibration, especially for non-normally distributed data such as transverse cracking.展开更多
Longitudinal joint construction quality is critical to the life of flexible pavements.Maintaining deteriorated longitudinal joints has become a challenge for many highway agencies.Improving the joint's quality thr...Longitudinal joint construction quality is critical to the life of flexible pavements.Maintaining deteriorated longitudinal joints has become a challenge for many highway agencies.Improving the joint's quality through better compaction during construction can help achieve flexible pavements with longer service lives and less maintenance.Current quality control(QC)and quality assurance(QA)plans provide limited coverage.Consequently,the risk of missing areas with poor joint compaction is significant.A density profiling system(DPS)is a non-destructive alternative to conventional destructive evaluation methods.It can provide quick and continuous real-time coverage of the compaction during construction in dielectrics.The paper presents several case studies comparing various types of longitudinal joints and demonstrating the use of DPS to evaluate the joint's compaction quality.The paper shows that dielectric measurements can provide valuable insight into the ability of various construction techniques to achieve adequate levels of compaction at the longitudinal joint.The paper proposes a dielectric-based longitudinal joint quality index(LJQI)to evaluate the relative compaction of the joint during construction.It also shows that adopting DPS for assessing the compaction of longitudinal joints can minimize the risk of agencies accepting poorly constructed joints,identify locations of poor quality during construction,and achieve better-performing flexible pavements.展开更多
Pavement infrastructure is vital in providing services and links between various sectors of society. Therefore, thepreservation and maintenance of these roads are critical to attaining a pavement network in good condi...Pavement infrastructure is vital in providing services and links between various sectors of society. Therefore, thepreservation and maintenance of these roads are critical to attaining a pavement network in good conditionthroughout its service life. Various performance indicators like the international roughness index (IRI), pavementcondition index (PCI), and present serviceability rating (PSR) have been used by the state department of transportation (DOT) and highway agencies for evaluating pavement surface conditions and planning future maintenance strategies. Limited data availability, multiple distresses depending on region, lack of correlation of thesecondition indices to maintenance strategies, and data collection limitations pose a challenge for applying theseindices to local conditions. This paper compares condition indices of different states for rigid pavements. Further,using a specific condition index for local conditions is also highlighted. For this purpose, five states and theircorresponding condition indices were evaluated and compared to the Michigan DOT distress index (DI). Thesestates include Virginia, Minnesota, North Dakota, Louisiana, and Oregon. The corresponding distresses of eachcondition index were converted to make them compatible with the MDOT DI. This study used the MDOT'spavement management system (PMS) database to evaluate each condition index for 433 rigid pavement sections.Each distress index was plotted against MDOT DI and compared using a paired t-test. Results show that thecondition indices of Virginia and Minnesota are comparable to DI in terms of the Spearman correlation value. Thet-test results show that except for Virgina, condition indices from other states statistically differ from DI.Therefore, one can't use those directly for local conditions in Michigan. This paper presents the evaluation anddata requirements for each condition index and its impact on selecting a maintenance treatment.展开更多
基金the Michigan Department of Transportation (MDOT) for the financial support of this study (report no. SPR1723)。
文摘The calibration of transfer functions is essential for accurate pavement performance predictions in the PavementME design. Several studies have used the least square approach to calibrate these transfer functions. Least square is a widely used simplistic approach based on certain assumptions. Literature shows that these least square approach assumptions may not apply to the non-normal distributions. This study introduces a new methodology for calibrating the transverse cracking and international roughness index(IRI) models in rigid pavements using maximum likelihood estimation(MLE). Synthetic data for transverse cracking, with and without variability, are generated to illustrate the applicability of MLE using different known probability distributions(exponential,gamma, log-normal, and negative binomial). The approach uses measured data from the Michigan Department of Transportation's(MDOT) pavement management system(PMS) database for 70 jointed plain concrete pavement(JPCP) sections to calibrate and validate transfer functions. The MLE approach is combined with resampling techniques to improve the robustness of calibration coefficients. The results show that the MLE transverse cracking model using the gamma distribution consistently outperforms the least square for synthetic and observed data. For observed data, MLE estimates of parameters produced lower SSE and bias than least squares(e.g., for the transverse cracking model, the SSE values are 3.98 vs. 4.02, and the bias values are 0.00 and-0.41). Although negative binomial distribution is the most suitable fit for the IRI model for MLE, the least square results are slightly better than MLE. The bias values are-0.312 and 0.000 for the MLE and least square methods. Overall, the findings indicate that MLE is a robust method for calibration, especially for non-normally distributed data such as transverse cracking.
文摘Longitudinal joint construction quality is critical to the life of flexible pavements.Maintaining deteriorated longitudinal joints has become a challenge for many highway agencies.Improving the joint's quality through better compaction during construction can help achieve flexible pavements with longer service lives and less maintenance.Current quality control(QC)and quality assurance(QA)plans provide limited coverage.Consequently,the risk of missing areas with poor joint compaction is significant.A density profiling system(DPS)is a non-destructive alternative to conventional destructive evaluation methods.It can provide quick and continuous real-time coverage of the compaction during construction in dielectrics.The paper presents several case studies comparing various types of longitudinal joints and demonstrating the use of DPS to evaluate the joint's compaction quality.The paper shows that dielectric measurements can provide valuable insight into the ability of various construction techniques to achieve adequate levels of compaction at the longitudinal joint.The paper proposes a dielectric-based longitudinal joint quality index(LJQI)to evaluate the relative compaction of the joint during construction.It also shows that adopting DPS for assessing the compaction of longitudinal joints can minimize the risk of agencies accepting poorly constructed joints,identify locations of poor quality during construction,and achieve better-performing flexible pavements.
文摘Pavement infrastructure is vital in providing services and links between various sectors of society. Therefore, thepreservation and maintenance of these roads are critical to attaining a pavement network in good conditionthroughout its service life. Various performance indicators like the international roughness index (IRI), pavementcondition index (PCI), and present serviceability rating (PSR) have been used by the state department of transportation (DOT) and highway agencies for evaluating pavement surface conditions and planning future maintenance strategies. Limited data availability, multiple distresses depending on region, lack of correlation of thesecondition indices to maintenance strategies, and data collection limitations pose a challenge for applying theseindices to local conditions. This paper compares condition indices of different states for rigid pavements. Further,using a specific condition index for local conditions is also highlighted. For this purpose, five states and theircorresponding condition indices were evaluated and compared to the Michigan DOT distress index (DI). Thesestates include Virginia, Minnesota, North Dakota, Louisiana, and Oregon. The corresponding distresses of eachcondition index were converted to make them compatible with the MDOT DI. This study used the MDOT'spavement management system (PMS) database to evaluate each condition index for 433 rigid pavement sections.Each distress index was plotted against MDOT DI and compared using a paired t-test. Results show that thecondition indices of Virginia and Minnesota are comparable to DI in terms of the Spearman correlation value. Thet-test results show that except for Virgina, condition indices from other states statistically differ from DI.Therefore, one can't use those directly for local conditions in Michigan. This paper presents the evaluation anddata requirements for each condition index and its impact on selecting a maintenance treatment.
