Visco-Elastoplastic Response of Flexible Pavement under Traffic Loads

1997 ◽

Vol 1596 (1) ◽

pp. 31-38

Author(s):

Steven W. Perkins ◽

Joseph A. Lapeyre

Keyword(s):

Asphalt Concrete ◽

Test Section ◽

Flexible Pavement ◽

Design Tool ◽

Life Cycle Costs ◽

Site Specific ◽

Program Of Study ◽

Traffic Loads ◽

Base Course

Geosynthetics have been proposed and used to reinforce base course layers in flexible pavement sections to reduce base course thickness, or life-cycle costs, or both. Studies show conflicting results regarding the level to which geosynthetics can improve the performance of flexible pavements. To examine the reinforcement role of geosynthetics, a program of study has been initiated to define the mechanisms of base course reinforcement, to define and quantify the effect of site-specific parameters on the level of improvement observed, and to devise a design tool that can be readily applied in practice. This program will eventually involve the instrumentation of a full-scale pavement subjected to moving traffic loads, the success of which is essential to meeting the three objectives. As a first examination of the performance of proposed instruments, a pilot test section was constructed and monitored for approximately 3 months. The test section was chosen and constructed not necessarily to establish geosynthetic performance but rather to evaluate instrument installation techniques and subsequent instrument performance. Instruments designed to measure strain in the geosynthetics, base course, and asphalt concrete were included.

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Effect of Modulus of Bituminous Layers and Utilization of Capping Layer on Weak Pavement Subgrades

Civil Engineering Journal ◽

10.28991/cej-2020-03091548 ◽

2020 ◽

Vol 6 (7) ◽

pp. 1286-1299

Author(s):

Muhammed Alzaim ◽

Abdulgazi Gedik ◽

Abdullah Hilmi Lav

Keyword(s):

Material Properties ◽

Road Construction ◽

Cost Effective ◽

Flexible Pavement ◽

High Modulus ◽

Specific Design ◽

Capping Layer ◽

Traffic Loads ◽

Number Of Layers ◽

Pavement Foundation

The majority of the world’s highways consist of a flexible pavement commonly built of several layers (both asphaltic and granular) that have been laid over a pavement foundation known as the subgrade. A subgrade that is considered to be of a satisfying bearing capacity is expected to restrict not only the immediate distresses occurring during the construction phases, but also later deformations appearing during the service life of the pavement as it subjected to traffic loads. If the subgrade proves to be structurally weak, the highway’s flexible pavement can be supported by adding such modifications as a capping layer, which serves to greatly reduce the stress being applied to the pavement. This study aims to further our knowledge about maximum pavement functionality by investigating those parameters considered crucial to pavement design: the correspondence of material properties, the number of layers, and the layer thickness. These parameters were analyzed to determine the best performing composition, while also considering the financial aspects of road construction. To achieve such an aim, we chose to use KENLAYER software to assist us in determining the design of a flexible pavement in line with a specific Equivalent Single Axle Load (ESAL). The KENLAYER configuration provided us with the required ESAL targets for specific design lives. We next calculated the relative costs of these targets and chose those that proved to be most cost-effective and economical. The results indicate that when considering feasible pavements to meet a design of high ESAL applications, those utilizing high modulus asphaltic materials are most suitable for subgrade CBR of at least 3%, while weaker subgrade constructions must be provided with a capping layer.

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Study on VG-30 BC Mix by Partial Replacement of Cashew Nutshell Liquid for Rural Road

Proceedings of International Web Conference in Civil Engineering for a Sustainable Planet ◽

10.21467/proceedings.112.68 ◽

2021 ◽

Author(s):

Prashanth H D ◽

Shishirakrishna S ◽

Jayakrishna Bhat D

Keyword(s):

Experimental Investigation ◽

Research Study ◽

Coarse Aggregate ◽

Flexible Pavement ◽

Partial Replacement ◽

Rural Road ◽

Traffic Loads ◽

Cashew Nutshell Liquid ◽

The Stability

A country's advancement for the most part relies upon the advancement of transportation of the nation. As Flexible pavement is significantly used in India, it is significant that means must be taken to expand the life of the bituminous mix. Flexible pavement is frequently exposed to issues like rutting, cracking, and other failures due to repeated traffic loads. In this paper, the main aim of the study is stabilization of bituminous mix with CNSL and comparing the results with the conventional bituminous mix. The material used for the present study is VG-30 grade bitumen, CNSL, Lime and Natural Coarse Aggregate. In this research study, the CNSL as a replacement to bitumen by 2%, 4% and 6% and finally the stability of the bituminous mix and stability of the partial replaced bitumen by CNSL are compared by conducting Marshal Stability test.From the experimental investigation it has been proved that 2% addition of CNSL gave better stability and the flow value was higher for addition of 4% CNSL when compared to conventional mix.

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Improving Rutting Resistance of Flexible Pavement Structure By Using Waste Plastic

IOP Conference Series Earth and Environmental Science ◽

10.1088/1755-1315/889/1/012030 ◽

2021 ◽

Vol 889 (1) ◽

pp. 012030

Author(s):

Ankit Dhiman ◽

Nitin Arora

Keyword(s):

Moisture Absorption ◽

Flexible Pavement ◽

Absorption Test ◽

Small Particles ◽

Waste Plastic ◽

Rutting Resistance ◽

Traffic Loads ◽

Pavement Distresses ◽

Pavement Structure ◽

Test Impact

Abstract On these days traffic is increasing faster rate on roads then various type of defects are produced on road that is rutting, raveling etc A pavement structure have different layers purpose to transfered traffic loads to the sub grade. Rutting is one of the pavement distresses that effects the performance of road pavements. Waste plastic is the type of materials to use for improving the performance of flexible pavements against rutting. In this study utilization of waste plastic water bottles, cold drink bottles, polythene bags, parcel package polythene and films. This waste material clean and shredded small particles (1-3cm) sizes. Aggregate heated 170-200° and mix particles with different percentage (3%, 5%, 7%) properly coated on hot aggregate. This plastic waste coated aggregate is also mixed with hot bitumen. And perform some laboratory test (impact value test, moisture absorption test, marshal value test) on the sample and check the property of rutting resistance.

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Analisis Tebal Perkerasan Lentur Menggunakan Metode AASHTO 1993

Borneo Engineering : Jurnal Teknik Sipil ◽

10.35334/be.v4i1.1387 ◽

2020 ◽

Vol 4 (1) ◽

pp. 30-44

Author(s):

Muhammad Djaya Bakri

Keyword(s):

Flexible Pavement ◽

Trial And Error ◽

Reliability Factor ◽

Road Pavement ◽

Traffic Loads ◽

Base Course ◽

Trial And Error Method ◽

Pavement Construction ◽

Aashto 1993 ◽

Error Method

Every year there is an increase in the number of students at the Universitas Borneo Tarakan, which naturally requires the addition of campus buildings, including the construction of road infrastructure to support the development of the campus area. This study aims to analyze the needs of the thickness of the new flexible road pavement construction in the campus area by using the AASHTO 1993 method. This method requires a Structural Number (SN) value that can be calculated by nomogram method and trial and error method. The results of the nomogram method get the value of SN total = 2.09 inches, SN2 = 1.59 inches, and SN1 = 1.39 inches, and the trial and error method gets the value of SNTotal = 2.05 inches, SN2 = 1.56 inches, and SN1 = 1.36 inches. To avoid the risk factor of estimating the error of repetition of traffic loads during the life of the plan (W 18), in the calculation of the SN value, the trial and error method needs to include the value of FR (reliability factor) in the calculation of w18 , where the value obtained FR = 2.39 and W18 = 0, 11x10 6 ESAL. Analysis of the thickness of the flexible pavement construction layer using SN values calculated by the nomogram and trial and error method, resulting in a 39 cm thick flexible pavement, with a surface course = 9 cm, sub-base course = 15 cm, and a base course = 15 cm.

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Economic Evaluation of Cement Grouted Bituminous Mixes for Airport Pavements

Materials ◽

10.3390/ma14237230 ◽

2021 ◽

Vol 14 (23) ◽

pp. 7230

Author(s):

Paola Di Mascio ◽

Giuseppe Loprencipe ◽

Laura Moretti

Keyword(s):

Economic Evaluation ◽

Flexible Pavement ◽

The Other ◽

Economic Opportunity ◽

Maintenance Costs ◽

Discounted Cost ◽

Porous Asphalt ◽

Traffic Loads ◽

Innovative Material ◽

Cement Mixture

The Cement Grouted Bituminous Mix (CGBM) is an innovative material that could be used to build airport pavements subjected to heavy concentrated loads or fuel and solvent leaks. CGBM is composed of a porous asphalt clogged with an expansive cement mixture, which fills the asphalt voids. This paper focuses on two airport pavements (i.e., a taxiway and a helipad one) to be paved in an Italian airport. For each surface, the construction and maintenance costs of a CGBM pavement and a traditional flexible pavement have been compared. The pavements should bear different traffic loads, while the weather, subgrade, and materials are the same: the fatigue and rutting verification gives structures whose cost analysis leads to different results. The CGBM solution for the taxiway has a cost comparable to that of the equivalent traditional flexible pavement (i.e., 73.87 €/m2 vs. 73.20 €/m2 during the service life). On the other hand, the overall discounted cost of the helipad surface paved with CGBM is higher than that obtained for the traditional pavement (i.e., 82.4 €/m2 vs. 67.5 €/m2). Therefore, the study demonstrates that the economic opportunity of CGBM solutions strongly depends on traffic loads.

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