Load Spectra–Incorporated Fatigue Cracking Model Implementation and Case Study

2017 ◽  
Vol 2640 (1) ◽  
pp. 1-10
Author(s):  
Sheng Hu ◽  
Fujie Zhou ◽  
Tom Scullion
Keyword(s):  
Asphalt Concrete ◽  
Fatigue Cracking ◽  
Pavement Design ◽  
Design System ◽  
Key Factors ◽  
Spectra Analysis ◽  
Traffic Loading ◽  
Load Spectra ◽  
Comparison Results ◽  
Asphalt Concrete Pavement

Traffic loading is one of the key factors that may cause asphalt concrete pavement fatigue cracking. Axle load spectra input provides an opportunity for evaluating the pavement response under real traffic loads throughout the pavement design life. This paper describes the methodology of incorporating axle load spectra into the mechanistic–empirical fatigue cracking model that uses a fracture mechanics method to determine crack propagation. The paper also presents the incorporation of the method into the Texas mechanistic–empirical flexible pavement design system. Several load spectra cases were studied, and the percentages of the corresponding fatigue cracking areas were predicted and compared. The comparison results confirmed the necessity of load spectra analysis. Overall, the implemented load spectra–incorporated asphalt concrete fatigue cracking model generated rational results. Further research is continuing on field validation and calibration.

Analysis of Dynamic Deviator Stress of Reinfored Subgrade under Traffic Loading

2012 ◽  
Vol 178-181 ◽  
pp. 1392-1395
Author(s):  
Shi Chuan Wang
Keyword(s):  
Shear Stress ◽  
Stress Distribution ◽  
Compressive Stress ◽  
Asphalt Concrete ◽  
Residual Deformation ◽  
Concrete Pavement ◽  
Key Factors ◽  
Traffic Loading ◽  
Deviator Stress ◽  
Asphalt Concrete Pavement

In order to study the influence of reinforcement on the distribution of dynamic deviator stress along the depth of subgrade, reinforced and unreinforced subgrade of graded-broken-stone-based asphalt concrete pavement under traffic loading was modeled by implicit dynamic FEM. Analytical results show that reinforcement can improve the vertical compressive stress distribution, and decrease shear stress transmitted to the surface of subgrade. The deviator stress on the upper part of reinforced subgrade is reduced distinctly, which is one of the key factors that can cause residual deformation. Therefore, reinforcement can restrain the development of residual deformation of subgrade induced by traffic loading.

Incorporation of Endurance Limit in the Mechanistic-Empirical Flexible Perpetual Pavement Design

2018 ◽  
Vol 2672 (40) ◽  
pp. 108-121 ◽  
Author(s):  
Sheng Hu ◽  
Sang-Ick Lee ◽  
Lubinda F. Walubita ◽  
Fujie Zhou ◽  
Tom Scullion
Keyword(s):  
Endurance Limit ◽  
Design Method ◽  
Field Performance ◽  
Fatigue Cracking ◽  
Climatic Conditions ◽  
Influential Factors ◽  
Pavement Design ◽  
Design System ◽  
Viscoelastic Continuum Damage ◽  
Perpetual Pavement

In recent years, there has been a push toward designing long-lasting thick hot mix asphalt (HMA) pavements, commonly referred to as a perpetual pavements (PP). For these pavements, it is expected that bottom-up fatigue cracking does not occur if the strain level is below a certain limit that is called the HMA fatigue endurance limit (EL). This paper proposed a mechanistic-empirical PP design method based on this EL concept. The ELs of 12 HMA mixtures were determined using simplified viscoelastic continuum damage testing and the influential factors were comparatively investigated. It was found that HMA mixtures seem to have different EL values based on mix type and test temperatures. There is not just a single EL value that can be used for all mixtures. Thus, default EL criteria for different mixtures under different climatic conditions were developed and incorporated into the Texas Mechanistic-Empirical Flexible Pavement Design System (TxME). As a demonstration and case study, one Texas PP test section with weigh-in-motion traffic data was simulated by TxME. The corresponding TxME inputs/outputs in terms of the PP structure, material properties, traffic loading, environmental conditions, and ELs were demonstrated. The corresponding TxME modeling results were consistent with the actual observed field performance of the in-service PP section.

The impact of fine aggregate characteristics on asphalt concrete pavement design life

2011 ◽  
Vol 12 (2) ◽  
pp. 101-109 ◽  
Author(s):  
Tamer M. Breakah ◽  
Jason P. Bausano ◽  
R. Christopher Williams ◽  
Stan Vitton
Keyword(s):  
Asphalt Concrete ◽  
Concrete Pavement ◽  
Pavement Design ◽  
Fine Aggregate ◽  
Design Life ◽  
Asphalt Concrete Pavement ◽  
The Impact

scholarly journals Influence of Hydrated Lime on the Properties and Permanent Deformation of the Asphalt Concrete Layers in Pavement

2015 ◽  
Vol 4 (1) ◽  
pp. 1-19 ◽  
Author(s):  
Ahmed F. Al-Tameemi ◽  
Yu Wang ◽  
Amjad Albayati
Keyword(s):  
Asphalt Concrete ◽  
Raw Materials ◽  
Permanent Deformation ◽  
Fatigue Cracking ◽  
Hydrated Lime ◽  
Concrete Pavement ◽  
Partial Replacement ◽  
Repeated Loading ◽  
Concrete Mixtures ◽  
Asphalt Concrete Pavement

Abstract Flexible or asphalt concrete pavement is the paving system most widely adopted all over the world. It has been recognized that there are many different types of the factors affecting the performance and durability of asphalt concrete pavement, including the service conditions, such as: the variation of temperature from mild to extremes and the repeated excessive axle loading as well as the inadequate quality of the raw materials. All of these when combined together are going to accelerate the occurrence of distresses in flexible pavement such as permanent deformation and fatigue cracking. As the result, there has an urgent need to enhance the ability of asphalt concrete mixture to resist distresses happened in pavement. Use of additives is one of the techniques adopted to improve pavement properties. It has been found that hydrated lime might be one of the effective additives because it is widely available and relatively cheap compared to other modifiers like polymers. This paper presents an experimental study of the hydrated-lime modified asphalt concrete mixtures. Five different percentages of the hydrated lime additive were investigated, namely (1, 1.5, 2, 2.5 and 3 percent). The hydrated lime additive was used as partial replacement of limestone filler by total weight of the aggregate. The designed Hot Mix Asphalt (HMA) concretes are for the application of three pavement courses, i.e. Surface, Leveling and Base. These mixtures are designed and tested following Marshall procedure and uniaxial repeated loading to evaluate permanent deformation at different temperatures of 20°C, 40°C and 60°C. The experimental results show that the addition of hydrated lime as a partial replacement of ordinary limestone mineral filler results a significant improvement on mechanical properties and the resistant to permanent deformation of the designed asphalt concrete mixtures.

The Performance of Recycled Asphalt Materials I

2013 ◽  
Vol 668 ◽  
pp. 309-312
Author(s):  
Jia Liang
Keyword(s):  
Asphalt Concrete ◽  
Softening Point ◽  
Concrete Pavement ◽  
Recycled Asphalt ◽  
The Past ◽  
Comparison Results ◽  
Asphalt Materials ◽  
Asphalt Concrete Pavement

In the past few years, recycled asphalt materials have been used successfully in asphalt concrete pavement in China. However, there are no results of the performance of using abson method and vacuum rotating reclaim to recycled asphalt. The objective of this study is to investigation performance of recycled asphalt materials using abson method and vacuum rotating reclaim. Abson method and vacuum rotating reclaim were implemented to analyze the characteristics of different aging degree recycled asphalt in this article. Lanlian-70 asphalt put into pressure aging vessels after the time of 0 hour,5 hour,10 hour,15 hour, 20 hour of aging. Afterwards, the different aging degree asphalt was dissolved by trichloroethylene, and then asphalt solution reclaimed using abson method and vacuum rotating reclaim. In the end, the performances of recycled asphalt were tested, such as penetration, softening point, ductility. The characteristics were compared of different aging degree recycled asphalt and origin asphalt. Comparison results indicate that the indexes of recycled asphalt are decease of the penetration and ductility, increase of softening point. However, decreased value and increased value is minimal. Therefore, recycled asphalt will not make asphalt ageing in the process of recycled asphalt.

Construction-Related Temperature Differentials in Asphalt Concrete Pavement: Identification and Assessment

2000 ◽  
Vol 1712 (1) ◽  
pp. 93-100 ◽  
Author(s):  
Joe P. Mahoney ◽  
Stephen T. Muench ◽  
Linda M. Pierce ◽  
Steven A. Read ◽  
Herb Jakob ◽  
...  
Keyword(s):  
Asphalt Concrete ◽  
Infrared Camera ◽  
Fatigue Cracking ◽  
Initial Study ◽  
Time To Failure ◽  
Premature Failure ◽  
Air Voids ◽  
Washington State Department ◽  
Job Site ◽  
Asphalt Concrete Pavement

Numerous Washington State Department of Transportation (WSDOT) paving projects have experienced a cyclic occurrence of premature failure of open-textured asphalt concrete (AC) pavement sections by fatigue cracking, raveling, or both, generally called “cyclic segregation” or “endof-load segregation.” This resulted in an initial study in which mat temperature differentials were observed during laydown. In turn, this led to the current study and the reported results. Pavement temperature differentials result from placement of a cooler portion of the hot-mix mass into the mat. This cooler mass generally constitutes the crust, which can develop during hot-mix transport from the mixing plant to the job site. Placement of this cooler hot mix can create pavement areas near cessation temperature that tend to resist proper compaction (they may also exhibit tearing or roughness or appear to be open textured). These areas were observed to have decreased densities and a higher percentage of air voids (higher air voids). Four 1998 WSDOT paving projects were examined to determine the existence and extent of mat temperature differentials and associated material characteristics. An infrared camera was used to identify cooler portions of the mat, which were then sampled along with normal-temperature pavement sections. Gradation and asphalt content analysis showed no significant aggregate segregation within the cooler areas. However, these cooler portions of the mat consistently showed higher air voids than the surrounding pavement. On the basis of numerous studies that have related AC deterioration and high air voids in a mix, it is known that the areas of a mat with higher air voids may experience premature failure compared with the time to failure of the mat as a whole.

scholarly journals DEVELOPMENT OF OVERWEIGHT PERMIT FEE USING MECHANISTIC-EMPIRICAL PAVEMENT DESIGN AND LIFE-CYCLE COST ANALYSIS

Transport ◽  
2016 ◽  
Vol 31 (2) ◽  
pp. 156-166 ◽  
Author(s):  
Hao Wang ◽  
Jingnan Zhao
Keyword(s):  
Life Cycle ◽  
Cost Analysis ◽  
Life Cycle Cost ◽  
Fatigue Cracking ◽  
Pavement Design ◽  
Life Cycle Cost Analysis ◽  
Damage Cost ◽  
Local Data ◽  
Traffic Loading ◽  
Pavement Damage

The study aims to determine rational overweight permit fee using Mechanistic-Empirical (M-E) pavement design and Life-Cycle Cost Analysis (LCCA). The state-of-art pavement design software, Pavement-ME, was utilized to develop Load Equivalency Factors (LEFs) and estimate pavement service life under various traffic loading conditions. LCCA was conducted to calculate Marginal Pavement Damage Cost (MPDC) in terms of Equivalent Uniform Annual Cost (EUAC) considering variations in maintenance strategies, analysis periods, and discount rates. A methodology framework was established to calculate distance based, weight based, weight and distance based, and flat permit fee for overweight trucks. With the local data obtained in New Jersey (United States), example permit fees were determined for the major and local road network with the thick and thin asphalt pavement structure, respectively. It was found that the truck-induced damage cost varied significantly between thin and thick asphalt pavements considering different failure mechanisms in fatigue cracking and rutting. In general, overweight permit fee may not be fair to overweight trucks at different vehicle classifications if only the total overweight tonnage is regulated in the permit fee structure.

scholarly journals Truck Traffic and Load Spectra of Indiana Roadways for the Mechanistic-Empirical Pavement Design Guide

2020 ◽  
Author(s):  
Jieyi Bao ◽  
Xiaoqiang Hu ◽  
Cheng Peng ◽  
Yi Jiang ◽  
Shuo Li ◽  
...  
Keyword(s):  
Urban Areas ◽  
Critical Role ◽  
Fatigue Cracking ◽  
Pavement Design ◽  
Easy Access ◽  
Traffic Data ◽  
Truck Traffic ◽  
Load Spectra ◽  
Design Guide ◽  
Input Module

The Mechanistic-Empirical Pavement Design Guide (MEPDG) has been employed for pavement design by the Indiana Department of Transportation (INDOT) since 2009 and has generated efficient pavement designs with a lower cost. It has been demonstrated that the success of MEPDG implementation depends largely on a high level of accuracy associated with the information supplied as design inputs. Vehicular traffic loading is one of the key factors that may cause not only pavement structural failures, such as fatigue cracking and rutting, but also functional surface distresses, including friction and smoothness. In particular, truck load spectra play a critical role in all aspects of the pavement structure design. Inaccurate traffic information will yield an incorrect estimate of pavement thickness, which can either make the pavement fail prematurely in the case of under-designed thickness or increase construction cost in the case of over-designed thickness. The primary objective of this study was to update the traffic design input module, and thus to improve the current INDOT pavement design procedures. Efforts were made to reclassify truck traffic categories to accurately account for the specific axle load spectra on two-lane roads with low truck traffic and interstate routes with very high truck traffic. The traffic input module was updated with the most recent data to better reflect the axle load spectra for pavement design. Vehicle platoons were analyzed to better understand the truck traffic characteristics. The unclassified vehicles by traffic recording devices were examined and analyzed to identify possible causes of the inaccurate data collection. Bus traffic in the Indiana urban areas was investigated to provide additional information for highway engineers with respect to city streets as well as highway sections passing through urban areas. New equivalent single axle load (ESAL) values were determined based on the updated traffic data. In addition, a truck traffic data repository and visualization model and a TABLEAU interactive visualization dashboard model were developed for easy access, view, storage, and analysis of MEPDG related traffic data.

Reserving the Sustainability of Flexible Pavement In Terms Of Microcrack Healing

2021 ◽  
Author(s):  
Saad Sarsam ◽  
Keyword(s):  
Fatigue Life ◽  
Asphalt Concrete ◽  
Concrete Pavement ◽  
Asphalt Mixtures ◽  
Asphalt Binders ◽  
Actual Behavior ◽  
Self Healing ◽  
Traffic Loading ◽  
Asphalt Cement ◽  
Asphalt Concrete Pavement

The fatigue life of Asphalt concrete pavement consists of two components, namely the resistance to fracture and crack, and the ability to heal the micro cracks. Both processes changes with temperature and time. Such processes exhibit the sustainability potential of asphalt concrete pavement. Repeated traffic loading and environmental impact causes deterioration in asphalt concrete pavement mixes and exhibit micro cracking and decreases its stiffness. However, due to the crack healing phenomena effect, asphalt mixes can demonstrate strength recovery and prolongs the fatigue life of asphalt mixtures. Many studies have been conducted to characterize the asphalt healing and its mechanisms. The approach to study this potential requires implementation of proper additives to the asphalt cement which can improve the self healing property of asphalt concrete and reserve the quality of the pavement. The aim of this work is to thoroughly understand the cracking and healing mechanisms and to define appropriate laboratory tests and type of additives which can increase the healing potential and can be used for a reliable performance-related selection and characterization of the asphalt binders, and the suitable asphalt concrete mixture based on the traffic loading and the environment issues. It was felt that it is essential to evaluate whether it is possible to achieve accelerated healing in asphalt mixtures within laboratory conditions, which could represent the actual behavior in the field. It was concluded that the process of healing is a sustainable measure and can be used to balance the damage process. The influence of several additives on the microcrack healing concept was discussed. The amount and rate of healing of asphalt cement which depend on several properties such as; its healing potential, stiffness, and surface free energy was also analized.

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