scholarly journals Influence of moisture infiltration on flexible pavement cracking and optimum timing for surface seals

2020 ◽  
Vol 47 (5) ◽  
pp. 487-497 ◽  
Author(s):  
Syed Waqar Haider ◽  
Muhammad Munum Masud ◽  
Karim Chatti
Keyword(s):  
Service Life ◽  
Monitoring Program ◽  
Fatigue Cracking ◽  
Flexible Pavement ◽  
Time Domain Reflectometry ◽  
Water Infiltration ◽  
Base Layer ◽  
Pavement Performance ◽  
Ann Model ◽  
Premature Failure

Moisture increase in pavement subsurface layers has a significant influence on granular material properties that affect the expected pavement performance. In situ moisture variations over time in an unbound base layer depend on water infiltration after precipitation and pavement surface conditions. Consequently, base resilient modulus (MR) is reduced, which leads to premature failure and reduced service life. This paper presents long-term pavement performance (LTPP) data analyses for quantifying the effect of moisture infiltration through surface cracking on flexible pavement performance. Subsurface moisture data obtained through the seasonal monitoring program (SMP) time domain reflectometry (TDR) are an excellent source for quantifying the moisture-related damage in flexible pavement located in different climates. An artificial neural network (ANN) model was developed based on the SMP data for flexible pavement sections. The results show that higher levels of cracking will lead to an increase in moisture levels within the base layer, which leads to a significant decrease in the base MR. For flexible pavement, the maximum reduction in base MR ranged from 18% to 41% and from 153% to 175% for the pavement sections located in dry and wet regions, respectively. Consequently, the performance of pavement sections located in wet climates is adversely affected. The findings imply that an adequate and timely preservation treatment for cracking sealing (e.g., surface seals) can enhance the pavement’s service life, especially in wet climates. The results suggest that cracks should be sealed when the extent of fatigue cracking is within 6% and 11% for the flexible pavement sections located in wet and dry climates, respectively.

scholarly journals Enhanced Flexible Pavement Performance Using Treated Compared to Untreated Aggregate Bases: A Comparative Case Study in the Southern United States

2021 ◽  
Vol 6 (8) ◽  
pp. 110
Author(s):  
Mena I. Souliman ◽  
Hemant GC ◽  
Zabi Mohammed
Keyword(s):  
Surface Roughness ◽  
Tensile Strain ◽  
Compressive Strain ◽  
Base Material ◽  
Fatigue Cracking ◽  
Base Layer ◽  
Pavement Performance ◽  
Comparative Case Study ◽  
Stabilizing Agents ◽  
The Impact

One of the important aspects of highway design is aggregates. Aggregates strength and consistency has an effect on pavement structure’s overall performance. The consistency of the base material near the site of the construction doesn’t always match the requirements of pavement construction and carrying quality aggregate raises the cost of construction. Stabilizing agents such as asphalt cement, lime, fly ash were used to improve the strength of these materials in order to make greater use of locally available materials. Layer materials present in the pavements and the structure of them influence pavement performance. The compressive strain and the tensile strain in the layer of subgrade and asphalt layer respectively are influenced by the stiffness of the base layer. The important aspects causing rutting and fatigue cracking are compressive strain in the top region of the subgrade layer and tensile strain at the bottom of the asphalt layer, respectively. In this research study, field performance (cracking, rutting, and surface roughness) of pavement sections with untreated and treated bases were collated to assess the impact of the stabilizing agents. The treated sections performed well significantly compared to the untreated sections in terms of pavement surface roughness and fatigue cracking. The treated sections performed higher than the untreated sections in terms of the cumulative average values of all 3 distresses with fatigue cracking averaging 5 times lower than the untreated sections. The combined IRI and rutting of treated sections averaged about 1.5 times and 0.11 inches smaller, respectively than those of untreated sections.

scholarly journals INTERFACE CONDITION INFLUENCE ON PREDICTION OF FLEXIBLE PAVEMENT LIFE

2007 ◽  
Vol 13 (1) ◽  
pp. 71-76 ◽  
Author(s):  
Hassan Ziari ◽  
Mohammad Mahdi Khabiri
Keyword(s):  
Transfer Functions ◽  
Fatigue Cracking ◽  
Flexible Pavement ◽  
Interface Condition ◽  
Premature Failure ◽  
Design Procedures ◽  
The Road ◽  
Critical Stresses ◽  
Pavement Layers ◽  
Pavement Structures

The effects of interface condition on the life of flexible pavements have been determined. The methodology consists of implementing a previously derived interface constitutive model into the Kenlayer programme to compute the stresses and strains in typical flexible road structures. The shell transfer functions for fatigue cracking and terminal serviceability were used to estimate the pavement life. The behaviour of in‐service pavements indicates that the condition of the bonding between pavement layers plays an important role in the road structures performance. Premature failure of road sections due to layer separation, leading to redistribution of stresses and strains in the pavement structure, is often encountered, especially in areas where the vehicles are more likely to apply horizontal forces. In computing the critical stresses and strains, most of the mechanistic design procedures of flexible pavement structures consider that pavement layers are completely bonded or completely unbounded.

Performance of Flexible Pavement Rehabilitation Treatments in the Long-Term Pavement Performance SPS-5 Experiment

2003 ◽  
Vol 1823 (1) ◽  
pp. 93-101 ◽  
Author(s):  
Kathleen T. Hall ◽  
Carlos E. Correa ◽  
Amy L. Simpson
Keyword(s):  
Asphalt Pavement ◽  
Fatigue Cracking ◽  
Flexible Pavement ◽  
Asphalt Pavements ◽  
Pavement Performance ◽  
Recycled Asphalt ◽  
Pavement Rehabilitation ◽  
Pretreatment Condition ◽  
Asphalt Overlay

The results of a study conducted to assess the relative performance of different flexible pavement rehabilitation treatments, including the influence of pretreatment condition and other factors, are presented. The data used in the study were drawn from the Long-Term Pavement Performance Studies' Specific Pavement Study (SPS) SPS-5 and General Pavement Study (GPS) GPS-6B experiments. The rehabilitation treatments used in the SPS-5 experiment are 2- and 5-in. overlays with virgin or recycled asphalt concrete mixes with or without preoverlay milling. Overlay thickness and preoverlay roughness levels were the two factors that most influenced the performance of the asphalt overlays of asphalt pavements in the SPS-5 experiment with respect to roughness, rutting, and fatigue cracking. Over the long term, the 5-in. overlays outperformed the 2-in. overlays with respect to roughness, rutting, and fatigue cracking. Overlay mix type (virgin versus recycled) and preoverlay preparation (with or without milling) had slight and inconsistent effects. The average initial postoverlay international roughness index of an asphalt overlay of an asphalt pavement was found to be 0.98 m/km. The data show a slight but statistically significant tendency for asphalt pavements overlaid when they were rougher to have more initial roughness after overlay than asphalt pavements overlaid when they were smoother. The data show that, on average, about 6 mm of rutting develops in the first year or so after placement of an asphalt overlay of an asphalt pavement. This is presumably due to compaction of the mix by traffic and appears to be independent of the overlay thickness, mix type, preoverlay preparation, and preoverlay rutting level.

Adaptation Planning to Mitigate Coastal-Road Pavement Damage from Groundwater Rise Caused by Sea-Level Rise

2018 ◽  
Vol 2672 (2) ◽  
pp. 11-22 ◽  
Author(s):  
Jayne F. Knott ◽  
Jo Sias Daniel ◽  
Jennifer M. Jacobs ◽  
Paul Kirshen
Keyword(s):  
Surface Water ◽  
Service Life ◽  
Sea Level Rise ◽  
Sea Level ◽  
Groundwater Modeling ◽  
Water Flooding ◽  
Base Layer ◽  
Premature Failure ◽  
Groundwater Rise ◽  
Pavement Service Life

Sea level in coastal New England is projected to rise 3.9–6.6 ft (1.2–2.0 m) by the year 2100. Many climate-change vulnerability and adaptation studies have investigated surface-water flooding from sea-level rise (SLR) on coastal-road infrastructure, but few have focused on rising groundwater. Groundwater modeling in New Hampshire’s Seacoast Region has shown that SLR-induced groundwater rise will occur three to four times farther inland than surface-water flooding, potentially impacting 23% of the region’s roads. Pavement service-life has been shown to decrease when the unbound layers become saturated. In areas where groundwater is projected to rise with SLR, pavements with groundwater 5.0 ft (1.5 m) deep or less are at risk of premature failure as groundwater moves into the pavement’s underlying unbound layers. In this study, groundwater hydrology and multi-layer elastic pavement analysis were used to identify two case-study sites in coastal New Hampshire that are predicted to experience pavement service-life reduction caused by SLR-induced groundwater rise. Various pavement structures were evaluated to determine adaptation feasibility and costs to maintain the designed service-life in the face of rising groundwater. This investigation shows that relatively simple pavement structural modifications to the base and asphalt concrete (AC) layers of a regional corridor can eliminate the 80% to 90% service-life reduction projected with 1.0 ft SLR (year 2030) and will delay pavement inundation by 20 years. Pavements with adequate base-layer materials and thickness require only AC thickness modification to avoid premature pavement failure from SLR-induced groundwater rise.

Examining Effects of Climatic Factors on Flexible Pavement Performance and Service Life

2013 ◽  
Vol 2349 (1) ◽  
pp. 100-107 ◽  
Author(s):  
Yaning Qiao ◽  
Gerardo W. Flintsch ◽  
Andrew R. Dawson ◽  
Tony Parry
Keyword(s):  
Service Life ◽  
Climatic Factors ◽  
Flexible Pavement ◽  
Pavement Performance

The Adaptability Analysis of Cold Regenerated Structure Layer

2012 ◽  
Vol 602-604 ◽  
pp. 943-947
Author(s):  
Yong Bing Wang ◽  
Guo Qiang Ying ◽  
Jian Lin Hu ◽  
Hua Wei Wei ◽  
Qian Zhang
Keyword(s):  
Service Life ◽  
Preliminary Analysis ◽  
Base Layer ◽  
Pavement Performance ◽  
Key Factors ◽  
Treated Soil ◽  
Road Performance ◽  
Cement Strength ◽  
Structure Layer

The quality of the base layer materials is one of the key factors that influences pavement performance and service life. The previous research and experiment results have preliminarily proved that cool regenerated materials have good road-applied properties, and verified the main technical characteristics of preliminary analysis results of cement cold regenerated. Based on experimental results and cement strength standard, road performance cold regenerated aggregates and cold regenerated lime treated soil is analyzed in this paper. The results show that the performance of cement cold regenerated materials meets the requirements. Cement cold regenerated aggregates can be used as Grade 2nd and below Grade 2nd road. Under appropriate conditions, cement cold regenerated aggregates can also be used for freeway base; Cement cold regenerated lime treated soil can be used as subbase Grade 2nd and Grade 2nd below road.

scholarly journals RELATING FLEXIBLE PAVEMENT ACCEPTANCE CRITERIA TO PERFORMANCE USING MEPDG SIMULATIONS AND PIECEWISE CUBIC SPLINE INTERPOLATION / LANKSČIŲJŲ DANGŲ ATRANKOS KRITERIJŲ SUSIEJIMAS NAUDOJANT MEPDG MODELIUS IR DALINĘ KUBINĘ SPLAININĘ INTERPOLIACIJĄ

2012 ◽  
Vol 18 (1) ◽  
pp. 125-132 ◽  
Author(s):  
Anshu Manik ◽  
Karim Chatti ◽  
Kasthurirangan Gopalakrishnan
Keyword(s):  
Spline Interpolation ◽  
Fatigue Cracking ◽  
Flexible Pavement ◽  
Pavement Performance ◽  
Air Voids ◽  
Field Investigations ◽  
The Relationship

The performance of the highway system is inevitably linked to its quality of design and construction. To control the quality of construction, elaborate Quality Assurance (QA) programs have been developed by highway agencies based on statistical sampling and acceptance procedures to ensure that the work is in accordance with the plans and specifications. The QA procedure is intended to ensure that the constructed pavement would perform well during its design life. However, numerous field investigations and research studies over the years have identified a gap in our understanding of the relationship between the QA test results and pavement performance (fatigue cracking, rutting, etc.). This paper is intended to present the framework for developing an understanding of the relationship between QA tests and flexible pavement performance, which is essential for developing Performance Related Specifications (PRS). In the first part of the paper, the Michigan Department of Transportation's (MDOT) QA program and Long-Term Pavement Performance (LTPP) databases were used to empirically investigate any relationship between key QA variables and various pavement performance measures. In the second part of the paper, the Mechanistic-Empirical Pavement Design Guide (MEPDG) software was used together with an accurate and efficient interpolation technique to develop many simulations for the purpose of showing the effect of variability in QA parameters including plant air voids, in-situ density and asphalt content on flexible pavement performance. Santrauka Greitkelių sistemos darbas (funkcionavimas) yra neišvengiamai susijęs su jo projektavimo ir statybų kokybe. Greitkelių agentūros, remdamosi statistinėmis atrankos ir ėmimo procedūromis, parengė kokybės užtikrinimo (KU arba QA) programas, kad būtų kontroliuojama statybų kokybė ir užtikrinamas darbas pagal planus ir specifikacijas. KU (QA) procedūra siekiama užtikrinti, kad pagaminta danga gerai funkcionuotų projekte nurodytą laiką. Tačiau metams einant, atlikus daugybę natūrinių ir mokslinių tyrimų, buvo nustatytas didelis santykio tarp KU (QA) bandymų rezultatų ir dangos darbo (funkcionavimo) (plyšių atsiradimo dėl nuovargio, provėžų ir kt.) vertinimo skirtumas. Šiame darbe skatinama plėtoti supratimą apie ryšius tarp KU (QA) bandymų ir lanksčiųjų dangų funkcionavimo, kuris yra nepaprastai svarbus kuriant su darbu (funkcionavimu) susijusias specifikacijas (PRS). Pirmoje darbo dalyje buvo naudojamos Mičigano transporto departamento (MDOT) KU (QA) programos ir ilgalaikės dangos darbo (funkcionavimo) (LTPP) duomenų bazės, siekiant empiriškai ištirti bet kuriuos santykius tarp pagrindinių KU (QA) kintamųjų ir įvairių dangų darbo matavimų. Antroje darbo dalyje buvo naudojama mechanistinio ir empirinio dangų projektavimo vadovo (MEPDG) programinė įranga kartu su tikslia ir efektyvia interpoliacijos technika, siekiant sukurti modelius, kuriuose perteiktas KU (QA) parametrų kintamumo poveikis lanksčiųjų dangų funkcionavimui, įskaitant augalų oro ertmes, vietinį tankį ir asfalto sandarą.

scholarly journals A Simplified Mechanistic-Empirical Flexible Pavement Design Method for Moderate to Hot Climate Regions

2021 ◽  
Vol 13 (19) ◽  
pp. 10760
Author(s):  
Ahmed S. El-Ashwah ◽  
Sherif M. El-Badawy ◽  
Alaa R. Gabr
Keyword(s):  
Prediction Accuracy ◽  
Transfer Functions ◽  
Design Method ◽  
Fatigue Cracking ◽  
Flexible Pavement ◽  
Pavement Design ◽  
Pavement Performance ◽  
Climatic Data ◽  
Pavement Structure ◽  
National Cooperative

Flexible pavement structure design is a complex task because of the variability of design input parameters and complex failure mechanisms. Therefore, the aim of this study is to develop and implement a simplified Mechanistic-Empirical (M-E) pavement design method based on the 1993 American Association of State Highway and Transportation Officials (AASHTO), the National Cooperative Highway Research Program (NCHRP) 9-22, and NCHRP 1-37A and 1-40D projects. This simplified methodology is implemented into a computer code and a user-friendly software called “ME-PAVE”. In this methodology, only two equivalent temperatures, as per the NCHRP 9-22 project, are estimated to adjust the dynamic modulus of the asphalt layer(s) for Asphalt Concrete (AC) rutting and AC fatigue cracking prediction instead of using the hourly climatic data, as in the AASHTOWare Pavement ME. In ME-PAVE, the structural responses at critical locations in the pavement structure are determined by a Finite Element Module (FEM), which is verified by a Multi-layer Elastic Analysis (MLEA) program. To ensure that the simplified methodology is practical and accurate, the incorporated transfer functions in the proposed simplified methodology are calibrated based on the Long-Term Pavement Performance (LTPP) data. Based on statistical analyses, the built-in FEM results exhibit very similar trends to those yielded by MLEA, with a coefficient of determination, R2 of 1.0. For all practical purposes, the proposed methodology, despite all simplifications, yields acceptable prediction accuracy with R2 of 0.317 for the rut depth compared to the current practices, NCHRP 1-37A and 1-40D (R2 = 0.399 and 0.577, respectively); while the prediction accuracy for fatigue cracking with R2 of 0.382 is comparable to the NCHRP 1-40D with R2 of 0.275. Nonetheless, the standard error for both distresses is in good agreement based on the investigated data and the developed methodology. Finally, the conducted sensitivity analysis demonstrate that the proposed methodology produces rational pavement performance.

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