Comparing the Bonded Concrete Overlays of Asphalt-Mechanistic Empirical Design Procedure and the Short Jointed Plain Concrete Pavement Module in the Pavement Mechanistic Empirical Design Procedure

2018 ◽  
Vol 2672 (40) ◽  
pp. 242-253
Author(s):  
Kevin Alland ◽  
Julie M. Vandenbossche ◽  
John W. DeSantis ◽  
Mark B. Snyder ◽  
Lev Khazanovich
Keyword(s):  
Design Procedure ◽  
Plain Concrete ◽  
Cost Effective ◽  
Concrete Pavement ◽  
Asphalt Pavements ◽  
Traffic Loading ◽  
Design Procedures ◽  
Concrete Overlays ◽  
Longitudinal Joints ◽  
Empirical Design

Bonded concrete overlays of asphalt pavements (BCOA) consist of a concrete overlay placed on an existing asphalt or composite pavement. This technique is intended as a cost-effective rehabilitation solution for marginally distressed in-service asphalt or composite pavements. BCOA with panel sizes between 4.5 ft and 8.5 ft have become popular as they reduce curling stresses while keeping the longitudinal joints out of the wheelpath. The BCOA-ME (mechanistic empirical) design procedure and Pavement ME short jointed plain concrete pavement (SJPCP) module can both be used to design BCOA with mid-size panels. However, these design procedures differ in the assumptions used to develop the mechanistic computational model, fatigue models used to predict failure, treatment of environmental conditions, estimate of asphalt stiffness, consideration of structural fibers, the application of traffic loading, and the calibration process. This results in the procedures producing different overlay thicknesses and predicted distresses. The strengths and limitations of each procedure are evaluated and comparisons are made between the design thicknesses obtained from them.

Development of Structural Design Guidelines for Porous Asphalt Pavement

2018 ◽  
Vol 2672 (40) ◽  
pp. 197-206 ◽  
Author(s):  
Kevin D. Hall ◽  
Charles W. Schwartz
Keyword(s):  
Structural Design ◽  
Design Procedure ◽  
Field Performance ◽  
Design Guidelines ◽  
Empirical Approach ◽  
Asphalt Pavements ◽  
Design Parameters ◽  
Extensive Literature ◽  
Porous Asphalt ◽  
Design Procedures

Porous asphalt pavements allow designers to introduce more sustainability into projects and lessen their environmental impact. Current design procedures are based primarily on hydrologic considerations; comparatively little attention has been paid to their structural design aspects. As their use grows, a design procedure and representative material structural properties are needed to ensure that porous pavements do not deteriorate excessively under traffic loads. The objective of this project was to develop a simple, easy to apply design procedure for the structural design of porous asphalt pavements. Two methodologies were considered for such a structural design procedure: ( a) the 1993 AASHTO Pavement Design Guide empirical approach, and ( b) the mechanistic–empirical approach employed by the AASHTOWare Pavement ME Design software. A multifactor evaluation indicated the empirical 1993 AASHTO design procedure to be the most appropriate platform at this time. It is noted, however, that both design procedures lack validation of porous asphalt pavements against field performance. AASHTO design parameters and associated material characteristics are recommended, based on an extensive literature review. For “thin” open-graded base structures (12 in. or less), the AASHTO procedure is performed as published in the 1993 Guide. For “thick” base structures (>12 in.), the base/subgrade combination is considered a composite system which supports the porous asphalt layer; an equivalent deflection-based approach is described to estimate the composite resilient modulus of the foundation system, prior to applying the 1993 AASHTO design procedure.

scholarly journals Development of a Design Catalog for Bonded Concrete Overlay Pavements Considering the Regional Characteristics of Korea

2021 ◽  
Vol 13 (17) ◽  
pp. 9876
Author(s):  
Hae-Won Park ◽  
Jin-Seok Seo ◽  
Jae-Hoon Lee ◽  
Jin-Hoon Jeong
Keyword(s):  
Design Method ◽  
Empirical Method ◽  
Climatic Conditions ◽  
Traffic Volume ◽  
Concrete Pavement ◽  
Element Analysis ◽  
Concrete Overlays ◽  
Volume Elastic Modulus ◽  
Bonded Concrete Overlay ◽  
Empirical Design

The design of overlay pavement in Korea, using the American empirical method, does not consider the unique Korean climate, pavement material, and traffic conditions. Therefore, in this study, a mechanistic–empirical design catalog for bonded concrete overlays (BCO) that are appropriate for Korean pavement conditions was developed. First, the thickness of the new pavement slab was determined through the Korean pavement design method, which uses a mechanistic–empirical design program according to the traffic volume of the region with the worst climatic conditions in Korea. Then, finite element analysis models of new jointed concrete and BCO pavements were developed to determine the BCO thickness by adjusting it until the stress–strength ratio of an existing slab of BCO pavement was equal to that of a new concrete pavement slab. By repeating this procedure, a design catalog was developed for the sustainable management of concrete pavement according to the traffic volume, elastic modulus, and thickness of the existing slab after milling. The appropriateness of the BCO thickness predicted by the design catalog was verified by comparing it with that predicted by other design methods.

scholarly journals Influence of Compressive, Tensile and Fatigue Stresses on Asphalt and Concrete Cement Road Pavements in Nigeria - Using Linear Elastic Theory

2018 ◽  
pp. 1-19
Author(s):  
J. E. Ogbezode ◽  
A. I. Adeleke ◽  
A. S. Adebayo
Keyword(s):  
Tensile Strain ◽  
Axial Loading ◽  
Concrete Pavement ◽  
Base Layer ◽  
Asphalt Pavements ◽  
Fatigue Cycle ◽  
Traffic Loading ◽  
Linear Elastic ◽  
Pavement Structures ◽  
Fundamental Equations

The high brittle nature of pavement structures have been  carefully examined based on compressive, tensile strain and the harsh effects of fatigue cycle with reference to the base layer thicknesses and elastic strains during and after construction were examined. Subjection of asphalt and concrete-cement pavements to traffic loading and tyre pressure also influences the vertical stress and strain values for the asphalt and concrete materials under the same axial loading conditions. Using various fundamental equations under linear elastic conditions for the analysis of Asphalt and Concrete Cement structure revealed that both materials do respond differently to compressive and tensile stresses under similar mechanical conditions. Effect of compressive stresses and strains on concrete pavement is larger compare to asphalt pavement due to large thickness sub-base layer of its pavement structure. Both pavement layer thicknesses are independent of fatigue cycle under harsh traffic loading. Thus, concrete pavement has shown better fatigue resistance and less tensile strain values than asphalt pavements due to high pavement layer thickness regardless of the load distribution.

Robust Design of Gears With Material and Load Uncertainties

2013 ◽  
Author(s):  
B. P. Gautham ◽  
Prateek Gupta ◽  
Nagesh H. Kulkarni ◽  
Jitesh H. Panchal ◽  
Janet K. Allen ◽  
...  
Keyword(s):  
Material Properties ◽  
Factor Of Safety ◽  
Design Procedure ◽  
Design Standards ◽  
Reliability Factor ◽  
Design Procedures ◽  
Gear Design ◽  
Material Uncertainties ◽  
Design Factors ◽  
Empirical Design

Traditionally gears are designed using design standards such as AGMA, ISO, etc. These design standards include a large number of “design factors” accounting for various uncertainties related to geometry, load and material uncertainties. As the knowledge about these uncertainties increases, it becomes possible to include them systematically in the gear design procedure, thereby reducing the number of empirical design factors. In this paper a method is proposed to eliminate two design factors (viz., factor of safety in contact and reliability factor) used in standard AGMA-based design procedures through the formal introduction of uncertainty in the magnitude of load and material properties. The proposed method is illustrated via the design of an automotive gear with a desired reliability, cost, and robustness. The solutions obtained are encouraging and in-line with the existing knowledge about gear design, and thus reinforces the possibility of schematically reducing the aforementioned design factors.

Quantifying the Impact of Structural Fibers on the Performance of Concrete Overlays on Asphalt

2021 ◽  
Author(s):  
Thomas Burnham ◽  
Michael Wallace ◽  
Manik Barman
Keyword(s):  
Cross Sections ◽  
Plain Concrete ◽  
Fiber Reinforced Concrete ◽  
Test Facility ◽  
Asphalt Pavements ◽  
Ride Quality ◽  
Concrete Overlays ◽  
Traffic Loads ◽  
The Difference ◽  
The Impact

Concrete overlays on asphalt pavement, also known as whitetopping, are growing in popularity as an option for the rehabilitation of distressed asphalt pavements. The performance of whitetoppings over the past several decades has shown that under heavy and frequent traffic loads, they can be susceptible to panel migration and faulting due to the lack of tie bars and dowel bars within the thin cross sections. One mitigation method to reduce panel migration and faulting is the inclusion of structural fibers into the concrete mix. While structural fibers have anecdotally been shown to contribute toward better performance in whitetoppings, few studies have quantified the benefits provided by the typical dosage of fibers used in recent specifications. Two sets of similarly designed experimental test sections constructed at the MnROAD test facility in 2004 and 2013, have provided the opportunity to evaluate and quantify the impact of structural fibers on whitetopping performance. This comparison of the performance between plain concrete and fiber-reinforced concrete overlay test sections includes analysis of material properties of the mixes, the difference in response to environmental and traffic loads, typical distresses, and ride quality. Based on the results of the analysis, recommendations were made with regards to whether the types and dosages of structural fibers used in the test sections made a sufficient impact on performance.

scholarly journals New Hungarian Mechanistic-Empirical Design Procedure for Asphalt Pavements

2020 ◽  
Vol 15 (1) ◽  
pp. 161-186
Author(s):  
Csaba Tóth ◽  
Péter Primusz
Keyword(s):  
Material Properties ◽  
Design Method ◽  
Design Procedure ◽  
Design Principles ◽  
Pavement Design ◽  
Asphalt Pavements ◽  
Alternative Procedure ◽  
Ongoing Research ◽  
Empirical Design

Certain elements of the currently used Hungarian pavement design method are based on the mechanistic-empirical pavement design principles, although they are not always readily implemented in practice. When designing a new pavement structure, it is only possible to select predetermined composition from a catalogue. The use of the Hungarian design catalogue is unquestionably comfortable, but nowadays special requirements (e.g. economy, sustainability) have been formulated as well. Those requirements increasingly call for the development of a method that can be used under Hungarian conditions, which can provide for the employment of various material properties. Instead of offering a predefined solution it needs to provide a useful tool for designers to enable realistic comparisons of engineering alternatives. This paper introduces the results of an ongoing research that aims to provide an alternative procedure for the design of newly constructed asphalt pavements. It establishes the framework for better characterization of the material properties of the natural subgrade and bound pavement layers compared to the utilization of predetermined designs. It also provides opportunity to consider local, environmental, geographical and other conditions and innovative building and technology capabilities.

Evaluation of Concrete Pavement Rehabilitation Techniques on I-65 in Indiana

2000 ◽  
Vol 1730 (1) ◽  
pp. 167-176 ◽  
Author(s):  
Sedat Gulen ◽  
A. Samy Noureldin
Keyword(s):  
Life Cycle Cost ◽  
Concrete Slab ◽  
Cost Effective ◽  
Concrete Pavement ◽  
Ride Quality ◽  
Pavement Rehabilitation ◽  
Concrete Overlays ◽  
The Road ◽  
Structural Capacity ◽  
Time Required

Construction of hot mix asphalt (HMA) overlays on top of old concrete pavements is the most common concrete pavement rehabilitation strategy. These overlays, however, usually are subject to reflection cracking related to the movement of the old concrete slab. In addition, these overlays may be vulnerable to rutting when subjected to large traffic volumes of heavy trucks. Concrete overlays have the advantage of being rut resistant compared with HMA overlays. However, the current national experience of the performance of these overlays is limited, compared with HMA overlays. Doubts often are raised about the cost-effectiveness of these overlays, the ease of their rehabilitation at the end of their design life, and the time required to close the road to traffic for ongoing and postconstruction operations. Presented is an evaluation of three concrete pavement rehabilitation techniques employed on I-65 in Indiana: ( a) a fiber-modified HMA overlay on top of cracked and seated concrete pavement; ( b) an HMA overlay on top of rubblized concrete pavement; and ( c) an unbonded concrete overlay on top of 30-mm intermediate HMA layer on top of old concrete pavement. Evaluation of these techniques will continue until 2002. Performance of these rehabilitation techniques was assessed considering the performance of restoration (no overlay) techniques applied in 1985 on the same highway segment. It was concluded that all rehabilitation techniques performed satisfactorily. The unbonded concrete overlay segment exhibited the best performance in reflection cracks elimination, structural capacity, and skid resistance. The rubblized segment exhibited the best performance in ride quality and uniformity of structural capacity. Life-cycle cost analysis suggested that the unbonded concrete overlay was the most cost-effective segment.

Estimating the Sensitivity of Design Input Variables for Rigid Pavement Analysis with a Mechanistic–Empirical Design Guide

2005 ◽  
Vol 1919 (1) ◽  
pp. 65-73 ◽  
Author(s):  
Kevin D. Hall ◽  
Steven Beam
Keyword(s):  
Plain Concrete ◽  
Relative Sensitivity ◽  
Pavement Performance ◽  
Portland Cement Concrete ◽  
Traffic Loading ◽  
Pavement Distress ◽  
Design Guide ◽  
Pavement Structures ◽  
Input Variables ◽  
Empirical Design

Many highway agencies use AASHTO methods for the design of pavement structures. Current AASHTO methods are based on empirical relationships between traffic loading, materials, and pavement performance developed from the AASHO Road Test (1958–1961). The applicability of these methods to modern-day conditions has been questioned; in addition, the lack of realistic inputs regarding environmental and other factors in pavement design has caused concern. Research sponsored by the NCHRP has resulted in the development of a mechanistic–empirical design guide (M-E design guide) for pavement structural analysis. The new M-E design guide requires more than 100 inputs to model traffic, environmental, material, and pavement performance to provide estimates of pavement distress over the design life of the pavement. Many designers may lack specific knowledge of the data required. A study was performed to assess the relative sensitivity of the models used in the M-E design guide to inputs relating to portland cement concrete materials in the analysis of jointed plain concrete pavements. Twenty-nine inputs were evaluated by analysis of a standard pavement section and change of the value of each input individually. The three pavement distress models (cracking, faulting, and roughness) were not sensitive to 17 of the 29 inputs. All three models were sensitive to six of the 29 inputs. Combinations of only one or two of the distress models were sensitive to six of the 29 inputs. These data may aid designers in focusing on inputs that have the most effect on desired pavement performance.

Use of Long-Term Pavement Performance Data to Develop Traffic Defaults in Support of Mechanistic-Empirical Pavement Design Procedures

2003 ◽  
Vol 1855 (1) ◽  
pp. 176-182 ◽  
Author(s):  
Weng On Tam ◽  
Harold Von Quintus
Keyword(s):  
Pavement Design ◽  
Vehicle Classification ◽  
Pavement Performance ◽  
Traffic Data ◽  
Design Procedures ◽  
Load Spectra ◽  
State Highway ◽  
Pavement Structures ◽  
Empirical Design

Traffic data are a key element for the design and analysis of pavement structures. Automatic vehicle-classification and weigh-in-motion (WIM) data are collected by most state highway agencies for various purposes that include pavement design. Equivalent single-axle loads have had widespread use for pavement design. However, procedures being developed under NCHRP require the use of axle-load spectra. The Long-Term Pavement Performance database contains a wealth of traffic data and was selected to develop traffic defaults in support of NCHRP 1-37A as well as other mechanistic-empirical design procedures. Automated vehicle-classification data were used to develop defaults that account for the distribution of truck volumes by class. Analyses also were conducted to determine direction and lane-distribution factors. WIM data were used to develop defaults to account for the axle-weight distributions and number of axles per vehicle for each truck type. The results of these analyses led to the establishment of traffic defaults for use in mechanistic-empirical design procedures.

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