established by asce geo-institute pavements...
TRANSCRIPT
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THE MONISMITH LECTURE
ESTABLISHED
BY
ASCE GEO-INSTITUTE
PAVEMENTS COMMITTEE
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Carl L. Monismith, Dr. Eng., P.E.
The Robert Horonjeff Professor
of Civil Engineering - Emeritus
Director Emeritus
Pavement Research Center
Institute of Transportation
University of California
Berkeley
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INTERNATIONAL
CONFERENCE ON THE
STRUCTURAL DESIGN OF
ASPHALT PAVEMENTS
AUGUST 20-24, 1962
UNIVERSITY OF MICHIGAN
ANN ARBOR, MI
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M-E FLEXIBLE PAVEMENT DESIGN: CHALLENGES AND ISSUES
Marshall R. Thompson, Ph.D., P.E.
Professor Emeritus
Department of Civil Engineering
University of Illinois @ U-C
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AASHO ROAD TEST
DECISION TIME
DEFLECTION OR SN ???
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THE AASHO ROAD TEST - REPORT 5
PAVEMENT RESEARCH
SPECIAL REPORT 61E
• “The performance of the flexible pavements was
predicted with essentially the same precision
from load-deflection data as from load-design
information.” (SN)
• “Deflections taken during the spring when the
subsurface conditions were adverse gave a
better prediction of pavement life than those
taken in the fall.”
• “There was high degree of correlation between
deflection and rutting.’
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1959 SPRING NORMAL DEFLECTIONS
LOG W2.5
= 9.4 + 1.32 LOG L – 3.25 LOG d
LOG W1.5
= 10.18 + 1.36 LOG L – 3.64 LOG d
L – Axle Load (kips)
d – deflection (mils)
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AASHO ROAD TEST
Log W2.5
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AASHO ROAD TEST
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SOME EARLY M-E DESIGN EFFORTS
ANN ARBOR CONFERENCE – 1962
ASPHALT INSTITUTE – AIRPORT PAVEMENTS
ANN ARBOR CONFERENCE - 1972
SHELL PAVEMENT DESIGN MANUAL
(ANN ARBOR CONFERENCE – 1977)
(PUBLISHED – 1979)
SOUTH AFRICAN PROCEDURE
(ANN ARBOR CONFERENCE – 1977)
ASPHALT INSTITUTE : MS-11 1981
1986 AASHTO GUIDE - PURSUE M-E
NCHRP 1-26 ( 1987) - NCHRP 1-37-A ( 1998)
AASHTO M-E (2007)
AASHTO Ware Pavement M-E (2013)
OTHER USA / INTERNATIONAL EFFORTS
(IL DOT – 1989 – FULL-DEPTH HMA)
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M.W. Witczak
Staff Engineer @ Asphalt Institute
“Design of Full-Depth Asphalt
Airport Pavements”
3rd
International Conference on the Structural
Design of Asphalt Pavements
London – 1972
ASPHALT INSTITUTE
MS-11 – Third Edition - 1987
Thickness Design – Asphalt Pavements
for Air Carrier Airports
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ASPHALT INSTITUTE M-E
* 1977: INITIATED M-E EFFORTS
* 1981: MS-1
THICKNESS DESIGN- ASPHALT PAVEMENTS
FOR HIGHWAYS AND STREETS
DAMA - ELP COMPUTER PROGRAM
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1999 TRB
Resilient Modulus and
Mechanistic Pavement Design:
Are We There yet??
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FINE-GRAINED SOILS
“STRESS SOFTENING”
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ARITHMETIC MODEL - UOFIL - IL DOT
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THE ASPHALT INSTITUTE
MS-11 – Third Edition- 1987
Modulus @ Deviator Stress of 6 psi
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ARITHMETIC MODEL
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SEMI-LOG MODEL
LOG ERi
= a –(b * бD)
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SEMI-LOG MODEL
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AASHTO M-E
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DEGREE OF SATURATION EFFECTS
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FREEZE-THAW EFFECTS
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ILLI-PAVE DEFAULT SUBGRADE S
IDOT – MODULUS CLASSES
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A. J. PUPPALA
2008
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SUBGRADE MODULUS = ???
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GRANULAR MATERIALS
“STRESS-HARDENING”
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86 AASHTO GUIDE
GRANULAR MATERIAL MODULI
ARE STRESS DEPENDENT
MR = K
1 θ
K2
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86 AASHTO GUIDE
TYPICAL THETA MODEL PARAMETERS
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AASHTO BASE
AASHTO SUBBASE
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ALL DATA
(271 Data Points)
LOG K = 4.657 –1.807*n
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LOG K = A + b*n
(271 Data Points)
A’s and b’s for
the various materials
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86 AASHTO GUIDE
RECOMMENDED THETA VALUES (psi)
BASE COURSE
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86 AASHTO GUIDE
RECOMMENDED THETA VALUES (psi)
SUBBASE
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AASHTO M-E
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Study of LTPP Laboratory Resilient
ModulusTest Data and Response
Characteristics: Final Report
FHWA-RD-02-051
A. Yau & H. Von Quintus
B. Fugro-BRE, Inc.
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hhhh
H. Von Quintus
&
B. Killingsworth
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BARKER & BRABSTON
FAA-RD-74-199 (1975)
n
n+1: Lower Layer
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“Field measurements and theoretical considerations
have indicated that the dynamic modulus of an
unbound vase layer (E2) must be related to the
modulus of the subgrade (E3).”
The following relationship is utilized:
E2 = k * E
3 k = 0.2 * h
2
0.45
2<k<4
h2 – thickness of the granular layer (mm)
Addendum to the
Shell Pavement Design Manual (1985)
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THOMPSON - 5th
INT. CONF.
DELFT - 1982
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0
5
10
15
20
25
30
35
40
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5
GR
ANU
LAR
E -K
SI
LOG (ET3/100)
E (ksi) = 37.8 – (5.7 * [LOG ET3 / 100])
R^2 = 0.98 SEE = 0.9 ksi
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ILLI-PAVE ANALYSES
* HMA SURFACE :
+ 4-6-8 INCHES
+ MODULUS = 500 ksi
* 10-INCH GRANULAR BASE :
+ Mr (psi) = 5000 * θ^0.5
+ Ф = 45˚
* SUBGRADE SOIL
+ SOFT: ERi = 3 ksi / Qu = 13 psi
+ MEDIUM: ERi = 7.7 ksi / Qu = 23 psi
+ STIFF: ERi = 12.3 ksi / Qu = 33 psi
* LOADING: 9 kips @ 80 psi (Typical FWD)
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HMA
(ins)
SUBGRADE
ERi
(ksi)
SURFACE
DEFLECTION
(mils)
BASE MOD
MID-PT/AVERAGE
(ksi)
THETA*
(psi)
4 SOFT/3 30.3 18.4/19.3 14.9
4 MEDIUM/7.7 23.7 22/22.5 20.2
4 STIFF/12.3 20.1 23.2/23.6 22.2
6 MEDIUM/7.7 17.2 17.6/17.4 12.4
8 MEDIUM/7.7 13.4 14.6/14.8 8.5
* THETA IS FOR THE AVERAGE BASE MODULUS
SUBGRADE & HMA THICKNESS EFFECTS
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OFFSET
(inches)
MID-PT
MODULUS
(ksi)
THETA - θ
(psi)
0-6 18.4 13.5
9 16.8 11.3
12 14.3 8.2
15 12.2 6
18 12 5.8
22 11.1 4.9
26 9.5 3.6
31 8.2 2.7
36 7.1 2
42 6.3 1.6
OFFSET EFFECTS / SOFT SUBGRADE
(4-inch HMA)
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MATERIAL
NC DOT DATA
R2
THETA MODEL
R2
UZAN MODEL
1 0.992 0.998
2 0.998 0.999
3 0.993 0.999
4 0.992 0.998
5 0.994 0.994
6 0.996 0.999
7 0.996 0.998
8 0.994 0.994
9 0.992 0.994
10 0.989 0.989
THETA: MR = K1*Θ
K2 UZAN: M
R = K1*Θ
K2 * (б
D)K3
BOTH MODELS CAPTURE THE STRESS HARDENING EFFECT
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HMA MODULUS
* E
HMA IS INFLUENCED BY TIME OF LOADING AND TEMPERATURE
* MUST BE CONSIDERED IN M-E PAVEMENT DESIGN!!
* EXTENSIVE PAST R&D ON THE ISSUE
* RECENT FHWA PUBLICATION IS AN EXCELLENT REFERENCE
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Nichols Consulting Engineers
North Carolina State University
Y. Richard Kim et al
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STRUCTURAL MODELS
* ELASTIC LAYER PROGRAMS
(MANY OPTIONS / MEPDG – JULEA)
* AXYSYMETRIC FINITE ELEMENT
(STRESS DEPENDENT Es)
(FAILURE CRITERIA)
(USE SUPERPOSITION)
( AVAILABLE IN EARLY VERSION MEPDG)
* 3-D FINITE ELEMENT
(COMPUTATIONALLY INTENSIVE)
* NEURAL NETWORKS
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ADDITIONAL DESIRABLE
STRUCTURAL MODEL FEATURES
• ANISOTROPY
• RESIDUAL STRESSES
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TRANSFER FUNCTIONS
CRITICAL FACTORS!!!
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SUBGRADE RUTTING
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SUBGRADE TRANSFER FUNCTIONS •SUBGRADE VERTICAL STRAIN •SUBGRADE STRESS RATIO (SSR)
SSR= DEV STRESS / QU
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TOWNSEND-CHISOLM
WES - NOV. 1976
Vicksburg Buckshot Clay
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VERTICAL STRAIN CRITERIA = L (1/N)m
AGENCY L m RD (INS) AI 1.05*10-2 0.223 0.5
SHELL PSI / 2.5 50% 2.8*10-2 0.25 85% 2.1*10-2 0.25 CROW 95% 1.8*10-2 0.25
TRL/1132 (85%)
1.5*10-2 0.253 0.4
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MIKE NUNN / TRL 615 (2004)
“Therefore it is proposed to drop the subgrade strain
criterion and rely on a single criterion that limits the
flexural stress or strain at the underside of the base
layer to a permissible level to achieve the required
pavement life.”
NOTE: The procedure utilizes “foundation classes”
and “equivalent elastic half spaces” to characterize
the composite foundation support.
CL 1 =/>50 MPa (7.3 ksi) CL 2 =/> 100 MPa (14.6 ksi)
CL 3=/>200 MPa (29 ksi) CL 4 =/> 400 MPa (58 ksi)
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Transfer Functions:
Subgrade Rutting-
Vertical Strain Design Criteria 1.5
1.0
0.9 0.8
0.7
0.6 1,000 2,000 5,000 10,000 20,000 VE
RTI
CAL
CO
MPR
ESSI
VE
STR
AIN
AT
TOP
OF
SUB
GR
ADE,
v 1
0-3
ANNUAL STRAIN REPETITIONS
(20 YEAR LIFE)
NE E
R
v
R
100000 000247 0 000245 0 0658 0 559
10. . log ( ) . .
(Adapted from Barker and Brabston, 1975)
ES = 30,000 PSI
15,000
9,000
3,000
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CURRENT FAA SUBGRADE STRAIN CRITERIA
C < 12,100: C = (0.004/εV)^8.1
C > 12,100: C = (0.002428/εV)^14.21
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SUBGRADE STRESS RATIO (SSR)
SSR = SUBGRADE DEVIATOR STRESS / QU
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Transfer Functions:
Subgrade Rutting-SSR
Influence of SSR on Permanent Deformation
0.00
0.02
0.04
0.06
0.08
1 201 401 601 801 1001
Load Applications
Perm
anen
t Str
ain
1.00 SSR
0.75
0.50
0.25
qu = 28 psigd = 98 pcfw = 26 %
UNSTABLE!!!
STABLE Behavior
Bejarano & Thompson (2001) DuPont Clay
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Transfer Functions:
Subgrade Rutting-SSR
Bejarano & Thompson (2001)
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Transfer Functions:
Subgrade Rutting-SSR
Damage Potential… Low/Acceptable Limited High SSR… 0.5 / 0.6 0.6 to 0.75 > 0.75
SSR General Guidelines
UNIVERSITY OF IL R&D
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WES: BETA – COVERAGE – SSR RELATIONS
C: COVERAGES SSR: SUBGRADE STRESS RATIO
LOG (BETA)=((1.7782 + (0.2397* LOG C))/ ((1 + (0.5031 * LOG C))
BETA = (3.14 * SUBGRADE VERTICAL STRESS) / CBR
CBR~ QU (psi) / 4.5
SSR= SUBGRADE VERTICAL STRESS / QU
THUS: SSR = BETA / 14.1
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COVERAGES
BETA
SSR
100
13.34
0.946 1,000
9.89
0.701
10,000
8.10
0.574
20,000
7.72
0.548
50,000
7.30
0.518
100,000
7.02
0.498
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HIGH ESAL PAVEMENTS
•SUBGRADE RUTTING – NORMALLY NOT A PROBLEM •“WORKING PLATFORM” – ESSENTIAL FOR PAVING!!!!!
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GRANULAR MATERIAL RUTTING
MINIMUM HMA “COVER THICKNESS”
MEPDG RUTTING MODEL
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GRANULAR MATERIALS
Permanent Deformation Models
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NCHRP
Synthesis 445
(Tutumluer - 2013)
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APPENDIX E
Review of Current Permanent
Deformation Models
Typical Model Forms
εp= a + b(LOG N)
εp = A N
b
Ullidtz Model
εp= a(σ
d/p
0)N
c
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Basic Form for MEPDG
TSENG & LYTTON
ASTM STP 1016 (1989)
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Pavement ME Rutting Damage Model
01( ) N
a vr
N e h
δa(N) = Permanent deformation corresponding to N load applications β1 = Field calibration factor ε0, ρ = Material properties εr = Resilient strain from lab tests to determine material properties εv = Vertical resilient strain computed for sublayer h = Sublayer thickness
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Framework for Improved Unbound
Aggregate Base Rutting Model Development for M-E Pavement Design
Liang Chern Chow Debakanta (Deb) Mishra Erol Tutumluer
93rd Annual Meeting of the Transportation Research Board
University of Illinois at Urbana-Champaign
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Pavement ME Rutting Damage Model
01( ) N
a vr
N e h
δa(N) = Permanent deformation corresponding to N load applications β1 = Field calibration factor ε0, ρ = Material properties εr = Resilient strain from lab tests to determine material properties εv = Vertical resilient strain computed for sublayer h = Sublayer thickness
f (N, thickness, MR, Wc, εr) No
stress state!
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Aggregate Shear Strength Properties Friction Angle Compaction
Label f Water Contentpsi kPa degree %
Material G1 12.4 85.1 50 ωopt ± 0.1Material G2 8.6 59.4 45 ωopt ± 0.8Material B 0.2 1.1 51 ωopt ± 0.2Material L 0.3 2.4 45 ωopt ± 0.1wopt = Optimum moisture content
Cohesionc
N.C. DOT data
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Shear Stress Ratio (SSR) Concept τmax = c +σf tan ϕ
Φ
Φ
s 3
s 1
s f
τ f
τ max
c
t
s
σ 3
σ 1
45+ Φ / 2
Shear Stress Ratio
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Repeated Load Triaxial Testing for Permanent Deformation Characterization
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Specimen Preparation and Setup
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University of Illinois – FastCell
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Test Protocol
Single-stage loading permanent deformation tests 10,000 cycles at SSR = 25% 10,000 cycles at SSR = 50% 10,000 cycles at SSR = 75%
Confining pressure = 34.5 kPa (5 psi)
150 mm × 150 mm specimen at OMC and MDD
conditions
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εp = A (N)B
Permanent Deformation Test Results
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Development of Improved Rutting Model
A, B, C, D = Regression parameters εp = Permanent strain N = Load cycle σd = Applied stress τf = Applied shear stress τmax = Shear strength at failure
εp = A (N)B (σd)C (τf /τmax)D
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εp = A (N)B (σd)C (τf /τmax)D
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STRENGTH PARAMETERS ARE
IMPORTANT FACTORS IN
PREDICTING PERMANENT
DEFORMATION OF GRANULAR
MATERIALS!!!!
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COMPLICATING FACTORS
• STRENGTH INCREASE WITH LOADING
• STRESS HISTORY EFFECTS
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SHEAR STRENGTH INCREASE WITH REPEATED LOADING
DENSE GRADED CRUSHED GRAVEL BASE
Thompson & Smith (TRR 1278)
MAX DD / OPT. MC
DMMDD-OPT W
MAX DD / OPT. MC+1.5%
MAX DD / OPT. MC
(REPEATED LOADING)
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STRESS HISTORY: LOW TO HIGH
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STRESS HISTORY: HIGH TO LOW
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CUMULATIVE DAMAGE
???
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AASHTO Ware – ADVISORY
AASHTO Ware Pavement ME Design
“AASHTO has recently determined that the
current model for unbound pavement materials
underestimates the structural impact of high
quality aggregate base.”
“AASHTO encourages each licensing agency to
calibrate and validate using local materials”
* NCHRP 01-53: Proposed Enhancements to
Pavement ME Design: Improved Consideration of
the Influence of Subgrade and Unbound Layers
on Pavement Performance.
* NC DOT Project @ University of Illinois
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HMA RUTTING
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MEPDG
HMA RUTTING
MODEL
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NATIONAL RUTTING MODEL
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“The objective of this
research was to propose
revisions to the HMA rut-depth
transfer function in the MEPDG
for consideration by NCHRP
and the AASHTO Joint Task
Force on Pavements.”
Carl Monismith was the Panel
Chairman.
(2012)
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TRANSFER FUNCTIONS CONSIDERED
* Original MEPDG
* Verstraten ( σDEV
)
* Asphalt Institute - Modified Leahy
( σDEV
and εV)
• WesTrack
(shear strain and stress)
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TRANSFER
FUNCTION
R2 Se – in. Se / Sy
MEPDG 0.583 0.1085 0.665
Modified
Leahy
0.699 0.1045 0.611
WesTrack 0.712 0.091 0.585
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“With proper calibration, all four transfer
functions accurately simulated the evolution of
AC pavement rutting, and there were no
statistically or practically significant differences
among results obtained with the four functions.
All of the transfer functions were calibrated to
provide reasonable predictions of rut depth.”
REASONABLE PREDICTIONS ???
MEPDG DESIGN CRITERIA
Interstate: 0.40 in.
Primary: 0.50 in.
Others(< 45 mph): 0.65 in.
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HMA RUTTING
*MATERIALS SELECTION (AGGREGATES – ASPHALT)
*MIXTURE DESIGN
(SUPERPAVE)
*CONSTRUCTION QC/QA
RUT RESISTANT !!!
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HMA FATIGUE
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NATIONAL HMA FATIGUE MODEL
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AASHTO TP 8-94
Standard Test Method for Determination of the Fatigue Life of Compacted HMA
Subjected to Repeated Flexural Bending
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FATIGUE DESIGN • Tensile Strain at Bottom of Asphalt • Tensile Strain in Flexural Beam Test
Other Configurations
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FATIGUE TESTING
• Tensile Strain in Flexural Beam Test – Other Configurations
– 10 Hz Haversine Load, 20o C, Controlled Strain
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STIFFNESS CURVE
2000
3000
4000
5000
6000
7000
8000
0 5,000,000 10,000,000 15,000,000 20,000,000 25,000,000 30,000,000 35,000,000 40,000,000
Number of Load Cycles
Stiff
ness
, Mpa
Failure
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LABORATORY ALGORITHM
0.00001
0.0001
0.001
0.01
1.0E+02 1.0E+04 1.0E+06 1.0E+08 1.0E+10
Load Repetitions
Tens
ile S
train
K1 = Intercept
K2 = Slope
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AC FATIGUE
LOG N
LOG
AC
N = K1 (1/AC)K2
K2’ > K2
K2’
K2 K2
K1
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FATIGUE ALGORITHMS Nf = K1(1/)K2
AASHTO MEPDG FORMAT Nf = 0.00432*k`
1*C(1/ε)k2 (1/EHMA)k3
K`1 - HMA Thickness Factor C – Mix Factor (Vb & Va)
Beta Factors - Calibration (k2 = 3.9492 / k3 = 1.281)
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IDOT HMA FATIGUE DATA SUMMARY
84 MIXES
N = K1 (1/ε)K2
Minimum K2: 3.5
90% K2: 4.0
Average K2: 4.5
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OTHER STUDIES
0
1
2
3
4
5
6
7
-16 -14 -12 -10 -8 -6 -4 -2 0
Log(K1)
K2
U of IllinoisMaupin ResultsMyreFHWAFinnLinear (U of Illinois)Linear (Maupin Results)Linear (Myre)Linear (FHWA)
Log K1 = (1.1784-K2)/0.329
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NO “UNIQUE”
THERE IS
HMA FATIGUE ALGORITHM !!!!
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IMPORTANT ISSUE FOR
HMA OVERLAY DESIGN !!!!
REMAINING LIFE !!!!
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FATIGUE ENDURANCE LIMIT
FEL
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PERPETUAL PAVEMENT DESIGN
CRITERIA :
• HMA CUMULATIVE FATIGUE DAMAGE WILL NOT OCCUR
• PERIODIC MILL-FILL
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Monismith & McLean
“Technology of Thick Lift Construction: Structural Design Considerations”
1972 AAPT Proceedings
70 Micro-Strain Endurance Limit!!
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4000
5000
6000
7000
8000
0.0E+00 5.0E+06 1.0E+07 1.5E+07 2.0E+07 2.5E+07 3.0E+07 3.5E+07 4.0E+07
Number of Load Cycles
Stif
fnes
s, M
pa
70 Micro Strain Test
University of Illinois Failure @ Stiffness < 50%
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FATIGUE ENDURANCE LIMIT * Damage and Healing Concepts and Test
Data Support a Strain Limit (the FEL) Below Which Fatigue Damage Does Not Accumulate
• FEL Is Not The Same for All HMAs.
• Carpenter – UofI 21 HMAs / Range: 90 – 300 με/ AVG: 125
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Michael Nunn “Long-Life Flexible Pavements”
8th ISAP Conference Seattle, WA - 1997
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ASPHALT PAVEMENT ALLIANCE (2000)
“PERPETUAL PAVEMENTS”
Huddleston – Buncher – Newcomb
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TRL Report 250 Nunn, Brown, Weston & Nicholls Design of Long-Life Flexible Pavements for Heavy Traffic http:\\www.trl.co.uk
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“Design Principles for Long Lasting HMA Pavements”
Thompson & Carpenter
ISAP Symposium
Design & Construction of Long Lasting Asphalt Pavements
Auburn, AL June -2004
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HMA FATIGUE
N (LOG)
AC (L
OG
) N = K1(1 / AC)K2
70 m*
ENDURANCE LIMIT
PERPETUAL PAVEMENT
*Monismith and McLean (’72 AAPT)
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FEL = ??????
K1 & K2 = ??????
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CURRENT NCHRP RESEARCH
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NCHRP 9-38 Endurance Limit of HMA for Preventing Fatigue Cracking in Flexible Pavements (2010 – NCAT/AUBURN - RAY BROWN) NCHRP 9-44 Developing a Plan for Validating an Endurance Limit for HMA Pavements (AAT- BONAQUIST - Completed)
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NCHRP 9-44A Validating an Endurance Limit for HMA Pavements: Laboratory Experiment and
Algorithm Development (ASU –WITCZAK/MAMLOUK – et al)
NCHRP REPORT - 762
* FEL IS NOT CONSTANT FOR A GIVEN HMA!!!
* FEL VARIES WITH HMA MODULUS! (FEL SMALLER FOR HIGHER MODULUS)
* REST PERIODS ARE HELPFUL (RP > 2.5 SECONDS)
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HMA
MODULUS
(ksi)
FEL: μ-STRAIN
(RP – 1 SEC.)
FEL: μ-STRAIN
(RP – 5 SEC.
300 46 122
600 37 102
1000 31 89
1500 27 80
2000 25 75
3000 21 66
HMA MODULUS RANGE – CHAMPAIGN, IL
(10-INCH FULL-DEPTH)
PER: NCHRP 9-44A (BEAM TESTING)
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NEW NCHRP PROJECT: 09-59
Binder Fatigue, Fracture, and
Healing and Their Contribution to
Hot-Mix Asphalt Fatigue
Performance
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IL PERSPECTIVE
* “HOTTEST MONTH” HMA MODULUS IS PROBABLY
ADEQUATE FOR “PRACTICAL” PP DESIGN
* CRITICAL INPUT IS FEL
FEL = ???
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DESIGN RELIABILITY
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RELIABILITY
STRUCTURAL RESPONSES
(σ – ε – Δ)
PAVEMENT DISTRESS(ES)
UTILIZE VARIABILITY IN MEASURED
RESPONSES TO CONSIDER RELIABILITY
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THE ONLY STRUCTURAL
RESPONSE THAT CAN BE
CONVENIENTLY MEASURED ON A
“LARGE SCALE” IS SURFACE
DEFLECTION!!!
FWD – RWD – TSD
VARIABILITY IN Δ AND “BASIN
SHAPE PARAMETERS”
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SOME SIGNIFICANT PARAMETERS
Δ0
SCI = Δ0 – Δ
12
AUPP (AREA UNDER PAVEMENT PROFILE)
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ERi = 5 ksi EAC = 500
ksi
Original Pavement Surface
C L Load
D0 D1 D2
D3
Area Under Pavement Profile AUPP
Deflection Basin Profile
12-inch 12-inch 12-inch AUPP = (5*D0 - 2*D1 - 2*D2 - D3) / 2
All Ds in mils
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IDOT-FULL-DEPTH HMA
LOG ε HMA
= 1.53 LOG Δ0 + 0.319
LOG SSR = 1.28 LOG Δ0 - 2.21
(SSR = SUB DEV б / QU)
LOG ε HMA
= 1.001 + 1.024 LOG (AUPP)
Δ0 : mils
ε HMA
: micro-strain
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IDOT-CONVENTIONAL FLEXIBLE PAVTS
LOG ε HMA
= 1.113 LOG Δ0 + 0.91
LOG SSR = 1.67 LOG Δ0 - 2.88
(SSR = SUB DEV б / QU)
LOG ε HMA
= 0.999 + 1.014 LOG (AUPP)
Δ0 : mils
ε HMA
: micro-strain
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SUMMARY & OBSERVATIONS
* M-E DESIGN HAS SIGNIFICANTLY PROGRESSED SINCE
THE 60`S AND CONTINUES TO EVOLVE/IMPROVE
*PERFORMANCE PREDICTIONS ARE NOT
“CONSISTENTLY SATISFACTORY”
* CALIBRATION IMPROVES PERFORMANCE
PREDICTIONS
* NEED TO CAPITALIZE ON THE ATTRIBUTES OF FINITE
ELEMENT MOELS
+ ACCOMMODATE STRESS DEPENDENT MODULI
+ UTILIZE FAILURE CRITERIA
+ ACCOMMODATE ANISOTROPY
+ CONSIDER RESIDUAL STRESSES
+ RECONCILE LAB-FIELD DISCREPANCIES
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* CONTINUE TO DEVELOP/REFINE MATERIAL
CHARACTERIZATION PROCEDURES & MODELS
(MODULUS – STRENGTH- FAILURE CRITERIA- FATIGUE)
* DEVELOP IMPROVED TRANSFER FUNCTIONS
(RUTTING – FATIGUE – FATIGUE ENDURANCE LIMIT)
* DEVELOP IMPROVED CUMULATIVE DAMAGE MODELS
• EVALUATE IMPACT OF STRESS HISTORY EFFECTS
• REASONABLE EXPECTATIONS
WE ARE PROGRESSING!!!
KEEP UP THE GOOD WORK!!!
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THOMPSON’S PRINCIPLES
DO NOT:
• Measure with a micrometer;
• Mark with a grease pencil; and
• Cut with an axe!!!!!!
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THANK YOU !!!!
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