scholarly journals Influence of Temperature and Moisture Content on Pavement Bearing Capacity with Improved Subgrade

Materials ◽  
2019 ◽  
Vol 12 (23) ◽  
pp. 3826 ◽  
Author(s):  
Vaitkus ◽  
Žalimienė ◽  
Židanavičiūtė ◽  
Žilionienė
Keyword(s):  
Moisture Content ◽  
Bearing Capacity ◽  
Asphalt Concrete ◽  
Structural Strength ◽  
Falling Weight Deflectometer ◽  
Influence Of Temperature ◽  
Surface Data ◽  
Seasonal Impact ◽  
Falling Weight ◽  
Electronic Sensors

Environmental conditions (temperature, moisture and the intensity of the sun) influence variation in asphalt pavement strength during the year. Lithuania is situated in a zone by average warm summers and average cold winters, and the most important climatic factor is the variation of the air temperature. This study presents the influence of temperature (of asphalt concrete (AC) and subgrade layers) and moisture content (of subgrade layers) to the pavement bearing capacity. The experimental research was obtained in five pavement sections of the experimental road. This experimental road was constructed in 2007 in Lithuania and is operated for more than 12 years. This paper presents a statistical analysis between the bearing capacity and the thickness of the asphalt concrete layers, the temperature and moisture content of different pavement layers, among sections, loaded and unloaded lanes (right and left wheel paths and tracks). The bearing capacity was evaluated by a falling weight deflectometer (FWD), temperature and moisture content by electronic sensors and thickness of AC layers by Georadar. Analysis of overall E0 and E0,h9 (bearing capacity at a depth of 9 cm from asphalt surface) data declares that seasonal impact on pavement structural strength due to a change of subgrade bearing capacity remains after correction of asphalt stiffness dependent on the temperature in the layer. However, it was detected that neither E0 nor E0,h9 are related to moisture content at a depths of 100 cm, 130 cm and 150 cm.

Rutting Development in Linear Tracking Test Pavements To Evaluate Shell Subgrade Strain Criterion

1997 ◽  
Vol 1570 (1) ◽  
pp. 23-29 ◽  
Author(s):  
J. Groenendijk ◽  
C. H. Vogelzang ◽  
A. Miradi ◽  
A. A. A. Molenaar ◽  
L. J. M. Dohmen
Keyword(s):  
Data Analysis ◽  
Shear Deformation ◽  
Asphalt Concrete ◽  
Heavy Traffic ◽  
Falling Weight Deflectometer ◽  
Wheel Load ◽  
Strain Criterion ◽  
Average Criterion ◽  
Tracking Device ◽  
Falling Weight

Two full-depth gravel asphalt concrete (AC) pavements of 0.15- and 0.08-m thickness on a sand subgrade were loaded with 4 million and 0.65 million repetitions of a 75-kN super-single wheel load using the linear tracking device (LINTRACK), a heavy-traffic simulator. Frequent measurements of asphalt strains, temperatures, rutting, cracking, and falling weight deflectometer (FWD) were made. The data analysis of the rutting measurements indicates that all rutting could be ascribed to subgrade deformation (secondary rutting). No evidence was found of shear deformation within the asphalt layer (primary rutting). The data analysis also indicates that the observed rutting performance of the LINTRACK test sections (to a maximum rut depth of 18 mm) coincides closely with the average criterion from the Shell Pavement Design Manual, which relates subgrade strain to allowable number of strain repetitions.

Effectiveness of static and dynamic backcalculation approaches for asphalt pavement

2020 ◽  
Vol 47 (7) ◽  
pp. 846-855
Author(s):  
Dandan Cao ◽  
Changjun Zhou ◽  
Yanqing Zhao ◽  
Guozhi Fu ◽  
Wanqiu Liu
Keyword(s):  
Asphalt Concrete ◽  
Elastic Moduli ◽  
Complex Modulus ◽  
Asphalt Pavement ◽  
Falling Weight Deflectometer ◽  
Fixed Frequency ◽  
Dynamic Approach ◽  
Layer Effect ◽  
Static Approach ◽  
Falling Weight

In this study, the field falling weight deflectometer (FWD) data for asphalt pavement with various base types were backcalculated through dynamic and static backcalculation approaches, and the effectiveness of backcalculation approaches was studied. Asphalt concrete (AC) was treated as a viscoelastic material and the complex modulus was obtained using the dynamic approach. The dynamic modulus at a fixed frequency was computed for comparison purposes. The coefficient of variance and the compensating layer effect were assumed as two characteristics for the effectiveness of backcalculation approaches. The results show that the layer property from the dynamic backcalculation approach for different stations were more consistent and showed smaller coefficient of variance, which were more appropriate for the characterization pavement behavior. The elastic moduli from the static approach were more variable and exhibited a compensating layer effect in which a portion of the modulus of one layer was backcalculated into other layers. The dynamic approach is more effective than static approaches in backcalculation of layer properties.

Mechanistic-Based Approach to Utilize Traffic Speed Deflectometer Measurements in Backcalculation Analysis

2020 ◽  
Vol 2674 (5) ◽  
pp. 208-222
Author(s):  
Zia U. A. Zihan ◽  
Mostafa A. Elseifi ◽  
Patrick Icenogle ◽  
Kevin Gaspard ◽  
Zhongjie Zhang
Keyword(s):  
Asphalt Concrete ◽  
Traffic Control ◽  
Parametric Study ◽  
Complex Modulus ◽  
Falling Weight Deflectometer ◽  
Software Application ◽  
Traffic Speed ◽  
Definition Of ◽  
Falling Weight ◽  
Surface Deflections

Backcalculation analysis of pavement layer moduli is typically conducted based on falling weight deflectometer (FWD) deflection measurements; however, the stationary nature of the FWD requires lane closure and traffic control. In recent years, traffic speed deflection devices such as the traffic speed deflectometer (TSD), which can continuously measure pavement surface deflections at traffic speed, have been introduced. In this study, a mechanistic-based approach was developed to convert TSD deflection measurements into the equivalent FWD deflections. The proposed approach uses 3D-Move software to calculate the theoretical deflection bowls corresponding to FWD and TSD loading configurations. Since 3D-Move requires the definition of the constitutive behaviors of the pavement layers, cores were extracted from 13 sections in Louisiana and were tested in the laboratory to estimate the dynamic complex modulus of asphalt concrete. The 3D-Move generated deflection bowls were validated with field TSD and FWD data with acceptable accuracy. A parametric study was then conducted using the validated 3D-Move model; the parametric study consisted of simulating pavement designs with varying thicknesses and material properties and their corresponding FWD and TSD surface deflections were calculated. The results obtained from the parametric study were then incorporated into a Windows-based software application, which uses artificial neural network as the regression algorithm to convert TSD deflections to their corresponding FWD deflections. This conversion would allow backcalculation of layer moduli using TSD-measured deflections, as equivalent FWD deflections can be used with readily available tools to backcalculate the layer moduli.

PFWD's Application in the Evaluation of Structural Strength of Field Hot Regeneration Asphalt Pavement

2013 ◽  
Vol 723 ◽  
pp. 141-148 ◽  
Author(s):  
Jian Guo Wei ◽  
Bin Wang
Keyword(s):  
Correlation Analysis ◽  
Field Test ◽  
Dynamic Modulus ◽  
Reliable Method ◽  
Structural Strength ◽  
Asphalt Pavement ◽  
Falling Weight Deflectometer ◽  
Beam Method ◽  
Structure Strength ◽  
Falling Weight

To evaluate the pre and post change of structure strength of old asphalt pavement field hot regeneration, we use the portable falling weight deflectometer method (PFWD) and benkelman beam method (BB) respectively to do the field test research. The field test researches rely on the ANXIN highway old asphalt pavement field hot regeneration project. We got the data about pre and post regenerations asphalt pavement static bending deflection (l0), PFWD dynamic deflection (lp) and PFWD dynamic modulus (EP). The correlation analysis among static bending deflection, PFWD dynamic deflection and PFWD dynamic modulus suggest that PFWD method is a more stable and reliable method than BB method and PFWD method can be a new evaluation technology for the old asphalt pavement field hot regenerations pavement strength.

Estimation of tensile strains at the bottom of asphalt concrete layers under wheel loading using deflection basins from falling weight deflectometer tests

2012 ◽  
Vol 39 (7) ◽  
pp. 771-778 ◽  
Author(s):  
Jean-Pascal Bilodeau ◽  
Guy Doré
Keyword(s):  
Asphalt Concrete ◽  
Tensile Strain ◽  
Analysis Tool ◽  
Falling Weight Deflectometer ◽  
Proposed Model ◽  
Mechanistic Analysis ◽  
Pavement Engineering ◽  
Wheel Loading ◽  
Using Data ◽  
Falling Weight

The falling weight deflectometer is a pavement analysis tool that is now widely used in the pavement engineering field. Using the backcalculation process and the measured deflection basin, the layers moduli can be determined and a mechanistic analysis of the pavement can be made. A new approach is proposed to bypass the necessity of the backcalculation by allowing a direct estimation of the tensile strain at the bottom of asphalt concrete using the deflection basin. A model based on a finite element theoretical pavement analysis is proposed for this purpose. Complementary models have been developed to use the proposed models without having to determine the layers moduli. The proposed model to estimate the tensile strain at the bottom of the asphalt concrete layers is validated and calibrated using data obtained on an instrumented experimental site.

scholarly journals Temperature Correction of Deflections and Backcalculated Elasticity Moduli Determined from Falling Weight Deflectometer Measurements on Asphalt Pavements

2022 ◽  
Vol 24 (1) ◽  
pp. D1-D8
Author(s):  
Ilja Březina ◽  
Ondřej Machel ◽  
Tomáš Zavřel
Keyword(s):  
Bearing Capacity ◽  
Thermal Gradient ◽  
Temperature Correction ◽  
Asphalt Pavements ◽  
Falling Weight Deflectometer ◽  
Elasticity Moduli ◽  
Similar Comparison ◽  
Pavement Temperature ◽  
Falling Weight

The evaluation of the bearing capacity of asphalt pavements is usually performed by analysing the deflections measured by a Falling Weight Deflectometer (FWD). The deflection changes with the pavement temperature. In evaluation is necessary to consider the thermal gradient of pavement and perform the temperature correction. The article contains an analysis of effects of the pavement temperature on FWD results on the long-term monitored sections. The temperature correction was performed on measured deflections or back-calculated elasticity moduli. The moduli recalculated to the temperature of 20 °C according to both procedures were similar. Comparison of moduli determined by recalculation to moduli backcalculated from the deflection bowls measured at the temperature of 20 °C, has proven smaller differences for the moduli determined from the deflection bowl corrected to the temperature of 20 °C.

Structural Layer Coefficients of Crumb Rubber–Modified Asphalt Concrete Mixtures

1997 ◽  
Vol 1583 (1) ◽  
pp. 62-70 ◽  
Author(s):  
Mustaque Hossain ◽  
Affan Habib ◽  
Todd M. Latorella
Keyword(s):  
Asphalt Concrete ◽  
Crumb Rubber ◽  
Asphalt Pavements ◽  
Falling Weight Deflectometer ◽  
Average Value ◽  
Concrete Mixtures ◽  
Mechanistic Approach ◽  
Asphalt Mix ◽  
Falling Weight ◽  
Structural Layer

Structural layer coefficients for crumb rubber–modified (CRM) asphalt concrete mixtures were developed from the backcalculated moduli values using the falling weight deflectometer (FWD) test results on in situ pavements. Several test sections of recently built crumb rubber–modified pavements on three routes in Kansas (I-135, K-32 and US-56) were selected for this study. I-135 is a newly built asphalt pavement and the other two are gap-graded CRM overlays. Deflection data were collected with a Dynatest 8000 FWD at 21 locations at 7.5-m intervals on each test section on I-135, 22 locations on K-32, and 11 locations on US-56. For CRM asphalt mix overlays, the average surface layer coefficients from the equal mechanistic approach of analysis were found to vary between 0.11 and 0.46 with most values falling around 0.30. This indicates a lower structural layer coefficient value for the asphalt-rubber mix compared with the conventional asphalt concrete. For newly constructed CRM asphalt pavements, the structural layer coefficients varied from 0.25 to 0.48, with the average value around 0.35. These values are close to the design layer coefficient values used for conventional asphalt concrete layers. Large variabilities in computed structural layer coefficients for the rubblized jointed reinforced concrete pavement were observed. The structural layer coefficients computed for this layer varied from 0.10 to 0.35.

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