mechanistic-empirical pavement design guide worksho… · mechanistic-empirical pavement design...
TRANSCRIPT
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Mechanistic-Empirical Pavement Design Guide
Tommy Nantung INDOT Research and Development Division
February 13, 2014
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Pavements are designed to fail
(in a predictable way)
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Performance vs. Design Life
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From AASHTO 1993
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Designer enters a trial design for a given set of site conditions
Design software analyzes the trial design and predicts performance
Design may be modified until agency performance requirements are met
MEPDG Procedure
It means, there is no unique solution
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Pavement Design
“Practical” pavement design tool for practitioners
Pavement Analysis
Pavement analysis
Materials acceptance
Pavement performance analysis
Others
Academic exercise
MEPDG as a Tool
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Chicken
Correct traffic data
Egg
Local calibration
Which one is first?
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Pavement ME
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Climate Traffic
Materials
Structure
Distress Response
Time
Damage
Damage
Accumulation
MEPDG – DARWin-ME – Pavement ME
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M-E Design Process
Input Data
Environmental
Effects Model
Pavement
Response
Model(s)
Distress
Models
Material Characterization Models
Performance
Predictions
Traffic Model
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User’s Decisions Inputs
General Traffic Climate Structure
Selection of Trial Design
Structural Responses (s, e, d)
Calibrated Damage-Distress Models Distresses Smoothness
Performance Verification Failure criteria
Design Reliability
Design Requirements
Satisfied? No
Feasible Design
Rev
ise
tria
l des
ign
Damage Accumulation with Time
Yes
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Ottawa, IL
AASHO Road Test Location
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Field Performance - The LTPP Study
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Rigid Pavement Principle
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Importance of Traffic
d ec Which criterion? (they don’t all give the same result!)
What is an ESAL? (based on serviceability)
et, or st
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Traffic Input – No More ESALs
Number of axles by:
• Axle type
• Truck type
• Axle load interval
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Effects of Climatic Conditions
0
10
20
30
40
50
60
70
3.4 3.6 3.8 4.0 4.2 4.4 4.6
28-day PCC modulus of elasticity, million psi
Perc
en
t sla
bs c
rack
ed
Illinois
Southern
California
17 million trucks (31 million ESALs)
9.5-in slab; 15-ft joint spacing; 4-in CTB
28-day PCC MR = 700 psi
α = 6 x 10-6
/°F
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Combined Effects of αPCC and EPCC
0
5
10
15
20
25
30
35
40
45
28-day Epcc = 3.6 million psi 28-day Epcc = 4.2 million psi
Pe
rce
nt
sla
bs
cra
ck
ed
α = 5.5 x 10-6 /°F
α = 6.0 x 10-6 /°F
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Incremental Damage Calculation
Time, years
Traffic
PCC Strength
Base Modulus
Subgrade
Modulus
CTB
Time
increment
2 8 6 4 0
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Stress and Strain in Rigid Pavement
Curling stress
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Stress and Strain in Rigid Pavement
Curling stress
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Base
Subgrade
Critical stress region at
bottom of slab
JPCP Bottom-up Cracking
(Mid-slab Load + Positive Curl/Warp Condition)
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Base
Subgrade
Critical stress
region at top of slab
JPCP Top Down Cracking
(Joint Load + Negative Curl/Warp Condition)
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Critical Loading Condition
Outside Lane
Shoulder
Direction of traffic
Critical location (bottom of slab)
Bottom-up cracking
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Critical Bottom-up Stresses
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Critical Loading Condition
Outside Lane
Shoulder
Direction of traffic
Critical location (top of slab)
Top-down cracking
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Critical Top-down Stresses
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Top of slab (crack initiation)
JPCP Top-down Cracking
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Design Guide uses Gain Curves to estimate the values of structural properties at any time during the design life for use in mechanistic damage analysis.
Concrete Properties
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Concrete
IRI
Mid-slab cracking
Faulting
Asphalt
IRI
Fatigue cracking
Asphalt rutting
Total rutting
Top down cracking
Influence of Traffic to Performance
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Ride Quality
(“Little Book”, 1998)
Speed = 80 km/h
(Vertical Distance)
Horizontal Distance
0
1
2
0.01 0.1 1 10 100
Wavelength, m
Gain
International Roughness Index (IRI)
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Joint Faulting in JPCP
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Transverse Cracking in JPCP
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Punchout in CRCP
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Importance of Traffic
The most single parameter that influences the pavement design
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Traffic in Pavement ME
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Effects of Axle Weight
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54 56 58 60 62 64 66 68 70 72 74 76 78 80
Tandem axle load, kips
Re
ma
inin
g T
raff
ic,
%
0%
1%
2%
3%
4%
5%
6%
7%
8%
9%
10%
Da
ma
ge
Co
ntr
ibu
tio
n,
%< 5% of traffic
35% of total damage
Top-down cracking
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Problems in Traffic Data
Truck Class Distribution
0.00
5.00
10.00
15.00
20.00
25.00
30.00
35.00
40.00
45.00
50.00
C4 C5 C6 C7 C8 C9 C10 C11 C12 C13 C0
Truck Class
Tru
ck V
olu
me
(%)
Unclassified trucks
Planning data: 126,005 AADT WIM actual data: 101,199 AADT
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Traffic Data Analysis
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Truck Weight Road Groups
Indiana has 56 WIM sites, 7 more to come Provide files for:
Monthly Adjustment Factor Vehicle Class Distribution Hourly Distribution Axle Load Distribution
Groups A for AADTT = 1 to 3,000 B for AADTT = 3,001 to 6,000 C for AADTT = 6,001 to 20,000 D for AADTT > 20,000
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Default Traffic Load Spectra
Parameter Input Level 1 Input Level 3
AADTT, (Seasonal)
Segment specific Not Required
Truck type distribution
Segment specific, AVC
Default – TTC
Axle weight distribution
Segment specific, WIM
Default – TTC
AADT Not Required Segment specific, counts
% Trucks Not Required Segment specific, counts
• Tire Pressures • Axle Configurations • No. of Axles per Truck Type
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Hourly Distribution of Trucks
Influences the curling
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Traffic Wander
x
Direction of traffic
Pavement Shoulder
x
Direction of traffic
Pavement Shoulder
Typical Values X (mean) = 457 mm (18 in) X (SD) = 254 mm (10 in)
Used to calculate pavement responses & the number of axle load applications over a point for predicting distress & performance Mean wheel location Standard deviation Design lane width
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Chicken Correct traffic data
Egg Local calibration
Which one is first if your traffic data is not correct?
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Design Features
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As a last resort to reduce the pavement curling stress
INDOT suggestions
15, 16, 17, and 18 feet
Calculate it based on cost savings
Thickness versus D1 joint costs
Outside Lane
Shoulder
Direction of traffic
Critical location (top of slab)
Joint Spacing
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Slab width is assumed 12 feet
Slab width can be 12 to 14 feet
Influence the thickness <10 inches
The paint stripe is painted at 12 feet width
Pavement ME can be used to design pavement <12 feet, adjust the traffic wander
Widened slab
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Requires correct input of Load Transfer Efficiency (LTE)
Monolithically placed and tied with deformed bars traffic lane and shoulder
50 to 70% LTE
Separately placed and tied with deformed bars traffic lane and shoulder
30 to 50% LTE
Tied Concrete Shoulder
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PCCP Materials
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Mix Property Inputs
Inputs for concrete mix Cement type
Type I or Type II or Type III (select from list)
Cement content Definition: Weight of cement per cubic yard of
concrete
Water-cement ratio Definition: Ratio of water to cement by weight
Aggregate type Mineral composition of aggregate (select from list)
Input
Level
1 2 3
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Mix Property Inputs, cont.
Inputs for concrete mix
Used to predict concrete set temperature
Input values
Project-specific inputs
Typical value is agency-specific
Input
Level
1 2 3
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Mix Property Inputs, cont.
Shrinkage inputs
Ultimate shrinkage
Definition: Shrinkage predicted at a relative humidity of 40%
Either user inputs or program calculates
Reversible shrinkage
Definition: Percentage of ultimate shrinkage that is reversible
Typical value: 50%
Input
Level
1 2 3
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Mix Property Inputs, cont.
Shrinkage inputs, cont.
Time to develop 50 percent of ultimate shrinkage
Typical value: 35 days
Curing method
Curing compound (mostly)
Wet curing
Input
Level
1 2 3
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Strength Property Inputs
Level 1 and 2: Inputs at 7, 14, 28, 90 days, and strength ratio at 20 years
* Required only for CRCP design
Level 3: Inputs @ 28 days
**Require either f’c, or Mr, or E and f’c, or E and Mr
Input
Level
Compressive Strength
(f’c)
Modulus of Elasticity
(E)
Modulus of Rupture
(Mr)
Tensile Strength
(ft) *
1
2
3**
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Strength Property Inputs, cont.
Compressive strength, f’c
Definition: Axial stress at failure under compressive load
Test: ASTM C 39
Typical value: 4,500 psi
Input
Level
1 2 3
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Strength Property Inputs, cont.
Elastic modulus, E
Definition: Ratio of stress to strain when the material is elastic
Indicator of deformation characteristics of the material
Test: ASTM C 469
Typical value: 4,200,000 psi
Input
Level
1 2 3
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Strength Property Inputs, cont.
Modulus of rupture, Mr
Definition: Bending stress in concrete at failure (under flexural loads)
Indicator of tensile strength
Test: ASTM C 78
Typical value: 700 psi
Input
Level
1 2 3
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“Life is like a box of chocolates, you never know what you will get next.”
Coefficient of Thermal Expansion
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Coefficient of Thermal Expansion
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Crushed Stone #8
Drainage Layer
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Granular Stone #53
Separation Layer
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Soil Treatment
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Subgrade Soil
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Particle-Size Analysis (ASTM D 422)
0
10
20
30
40
50
60
70
80
90
100
0.010.1110100
Sieve Opening (mm)
Pe
rce
nt
Pa
ssin
g (
%)
3in 2in 1in 3/4in No.4 No.40 No.200No.8
p200
D60
p4
Input
Level
1 2 3
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Atterberg Limits (ASTM D 4318)
Plasticity Index = Liquid Limit - Plastic Limit
Input
Level
1 2 3
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Moisture-Density Relationship
110
114
118
122
126
130
5 6 7 8 9 10 11 12 13 14 15
Gravimetric Moisture Content (%)
Dry
Un
it W
eig
ht
(pc
f)
wopt
gdmax
Input
Level
1 2 3
(ASTM D 698, D1557)
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Resilient Modulus
(NCHRP 1-28A, AASHTO T307)
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IRI issue in smoothness model (empirical)
IRI = IRII + 0.8203*cracking + 0.4417*Spalling +
1.4929*Faulting + 25.24*SF
Where:
IRII = Initial IRI
SF = Site Factor = AGE*(1 + FI)(1 + P0.075)/106
AGE = pavement age, yr FI = Freezing index, oC days P0.075 = percent subgrade material passing 0.075-mm sieve
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Continuously Reinforced Concrete Pavement
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Continuously Reinforced Concrete Pavement
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Continuously Reinforced Concrete Pavement
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Results
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Results
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Sensitivity
Parameter Roughness Faulting Percent Slabs
Cracked
Level 3
Modulus of Rupture S NS VS
Compressive Strength S NS VS
Level 2
Compressive Strength S NS VS
20-year/28-day Ratio S NS VS
Level 1
Modulus of Rupture S NS VS
Modulus of Elasticity S NS VS
20-year/28-day Ratio S NS VS
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Sensitivity
Parameter Roughness Faulting Percent Slabs
Cracked
Permanent Curl/Warp Effective Temperature Difference
VS VS VS
Joint Spacing VS VS VS
Dowel Bar Diameter MS MS NS
Pavement Thickness S MS VS
Poisson’s Ratio MS MS S
Coefficient of Thermal Expansion
VS VS VS
Thermal Conductivity S MS VS
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Pavement Design
“Practical” pavement design tool for practitioners
Constructability matters, 0.5 inch precision is excellent
Pavement Analysis
Materials acceptance
Pavement performance analysis
Others
Academic exercise
High precision to 0.01 inch
MEPDG as a Tool
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Questions???