Pavement Damage as Related to Tires, Pressures, Axle Loads, and Configurations

2009 ◽  
pp. 54-54-15 ◽  
Author(s):  
PE Sebaaly
Keyword(s):  
Axle Loads ◽  
Pavement Damage

Sustainability of Rural Road Network Given Changing Demands of Rural Agriculture: Evidence from Texas

2003 ◽  
Vol 1819 (1) ◽  
pp. 46-52 ◽  
Author(s):  
Jolanda Prozzi ◽  
Robert Harrison ◽  
Jorge A. Prozzi
Keyword(s):  
Local Governments ◽  
Road Network ◽  
Rural Roads ◽  
Rural Industry ◽  
Rural Agriculture ◽  
Rural Road ◽  
Production And Consumption ◽  
Axle Loads ◽  
State And Local ◽  
Pavement Damage

Over the past two decades, the changing transport demands of agriculture and rural industry and the strategic rail decisions that resulted in the abandonment of many rural rail links have had severe impacts on rural road infrastructure. As larger and heavier trucks haul products over longer distances on rural pavements, the financial ability of the state and local governments to maintain and improve the rural road network has been diminishing. Clearly there is a need to recognize the significance of the agriculture–transport relationship and to determine the impacts on rural roads associated with major agricultural traffic generators to ensure the sustainability of rural road networks. Evidence of the increased truck volumes associated with industrialized agriculture and strategic changes in the rail industry is provided through a case study of the grain industry, with specific emphasis on the production and consumption of corn in Texas. A methodology is suggested to quantify the impacts of increased truck volumes and axle loads on rural pavements that were not designed or built to accommodate more and heavier axle loads. It is believed that a simple methodology to quantify pavement damage can be invaluable to demonstrating rural maintenance needs and to informing rural transport investment decisions.

Pavement damage implications of Ontario Bridge Formula axle group weight limits

1989 ◽  
Vol 16 (5) ◽  
pp. 693-697
Author(s):  
B. G. Hutchinson
Keyword(s):  
Key Words ◽  
Highway Bridges ◽  
Test Series ◽  
Load Range ◽  
Axle Loads ◽  
Pavement Damage

The Ontario Bridge Formula (OBF) is the basis for the regulation of highway truck weights in Ontario. Allowable loads on tandem and tridem axle groups increase with increasing axle group spread. Analyses of the moments induced in simple-span bridges by the allowable axle group loads show that the moments increase with the increasing loads allowed on wider axle spreads. Pavement damage load equivalency functions developed from the Canroad pavement test series are used to estimate the. pavement damage impacts of these allowable axle loads. Relative pavement damage is shown to increase by 50% for the range of loads allowed on tandem axle groups and by 125 % for the load range allowed on tridems. If equal pavement damage were used for regulating axle group loads, then the range allowed for tandems would be 15 400–16 500 kg, instead of the OBF-allowed 15 400–19 000 kg; and 19 100–20 000 kg, instead of the OBF-allowed 19 500–28 600 kg, for tridems. Key words: highway bridges, highway pavements, bridge loads, trucks, load equivalencies.

Pavement Damage Due to Conventional and New Generation of Wide-Base Super Single Tires

2005 ◽  
Vol 33 (4) ◽  
pp. 210-226 ◽  
Author(s):  
I. L. Al-Qadi ◽  
M. A. Elseifi ◽  
P. J. Yoo ◽  
I. Janajreh
Keyword(s):  
Carrying Capacity ◽  
Material Properties ◽  
Three Dimensional ◽  
Fe Analysis ◽  
Load Carrying Capacity ◽  
Inflation Pressure ◽  
3D Finite Element ◽  
Load Carrying ◽  
Pavement Damage ◽  
New Generation

Abstract The objective of this study was to quantify pavement damage due to a conventional (385/65R22.5) and a new generation of wide-base (445/50R22.5) tires using three-dimensional (3D) finite element (FE) analysis. The investigated new generation of wide-base tires has wider treads and greater load-carrying capacity than the conventional wide-base tire. In addition, the contact patch is less sensitive to loading and is especially designed to operate at 690kPa inflation pressure at 121km/hr speed for full load of 151kN tandem axle. The developed FE models simulated the tread sizes and applicable contact pressure for each tread and utilized laboratory-measured pavement material properties. In addition, the models were calibrated and properly validated using field-measured stresses and strains. Comparison was established between the two wide-base tire types and the dual-tire assembly. Results indicated that the 445/50R22.5 wide-base tire would cause more fatigue damage, approximately the same rutting damage and less surface-initiated top-down cracking than the conventional dual-tire assembly. On the other hand, the conventional 385/65R22.5 wide-base tire, which was introduced more than two decades ago, caused the most damage.

Seal Coat Design for Unbound Granular Pavements Carrying Heavy Axle Loads

1995 ◽  
Vol 7 (1) ◽  
pp. 19-28
Author(s):  
Bryan D. Pidwerbesky ◽  
Greg Arnold
Keyword(s):  
Axle Loads

Comparison of Superpave and Marshall Mixtures for Low-Volume Roads and Shoulders

1998 ◽  
Vol 1609 (1) ◽  
pp. 44-50 ◽  
Author(s):  
Affan Habib ◽  
Mustaque Hossain ◽  
Rajesh Kaldate ◽  
Glenn Fager
Keyword(s):  
Mix Design ◽  
River Sand ◽  
Low Volume Roads ◽  
Superpave Gyratory Compactor ◽  
Asphalt Content ◽  
Low Volume ◽  
Project Site ◽  
Axle Loads ◽  
Crushed Limestone ◽  
Asphalt Film

Superpave and Marshall mix designs using local aggregates were done to study the suitability of the Superpave mix design as compared with the Marshall mix design for low-volume roads, especially shoulders. The project site was Kansas Route 177 in northeast Kansas. Three locally available aggregates, crushed limestone and coarse and fine river sands, were used in this study. Five blends with varying proportions of coarse and fine river sands were selected. Mix samples were compacted in the Superpave gyratory compactor with the applicable number of gyrations and were compacted with the Marshall hammer by using 50 blows per face. Bulk densities of the compacted samples and maximum specific gravities of loose samples also were measured for each blend. The results show that the Superpave mix design for low-volume roads and shoulders results in lower estimated asphalt content than does the Marshall method. The required asphalt content increases as the proportion of coarse river sand increases in the mix. Superpave requirements for the voids filled with asphalt (VFA) for low-volume traffic, that is, less than 0.3 million equivalent single-axle loads, appeared to be too high. High asphalt film thicknesses were computed for the mixtures that did not meet the Superpave VFA requirements. Lowering the design number of gyrations (Ndes) for compaction of samples would result in increased asphalt requirement for the Superpave mixture with a given gradation.

Effect of Narrowing Traffic Lanes on Pavement Damage

2003 ◽  
Vol 4 (3) ◽  
pp. 177-180 ◽  
Author(s):  
Chiu Liu ◽  
Zhongren Wang
Keyword(s):  
Pavement Damage

Threshold Stress Criterion in New Wheel/Rail Interaction for Limiting Rail Damage Under Heavy Axle Loads

1992 ◽  
Vol 114 (3) ◽  
pp. 284-288 ◽  
Author(s):  
S. Kumar ◽  
S. P. Singh
Keyword(s):  
Threshold Stress ◽  
Rolling Friction ◽  
Contact Stresses ◽  
Rolling Contact ◽  
Internal Damage ◽  
Stress Criterion ◽  
Plasticity Region ◽  
Proper Design ◽  
Axle Loads ◽  
Qualitative Discussion

This paper presents a qualitative discussion of the effects of increasing new (initial) wheel-rail contact stresses on the degree of damage to the rail due to heavy axle loads. The importance and need of heavy axle loads and its relationship to rail damage as a result of the increasing wheel-rail contact stresses is discussed. Various mechanisms of energy absorption/losses due to free rolling and modes of rail damage are presented. These modes include surface and internal damage due to wear, contact shear, plasticity, fatigue, shelling, crack formation, etc. The concept of threshold stress observed in free rolling friction much earlier by Drutowski is discussed and analyzed. It is believed by the authors that the threshold stress is s material property. This concept of threshold stress, based on sharply increased rates of wear in free rolling contact, is then presented and analyzed. Considerations of increased plasticity-region development, due to increasing contact stresses and their relationship to increased rates of wear seen in experiments, is utilized to determine an upper bound of contact stresses for new wheel and rail under heavy axle load conditions. It is indicated that new wheel-rail profiles, which will achieve contact stresses below the threshold stress, will enable the U.S. railroads to carry heavy axle loads without serious future damage to the rails. It is concluded that a satisfactory solution for maintaining rail integrity under heavy axle loads is possible with proper design accompanied with laboratory experimentation for the new steels as they may be used in the rails.

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