Abstract
In this paper, three different rheological models including a newly developed formulation based on the current Christensen Anderson and Marateanu (CAM) model, named sigmoidal CAM model (SCM), are used to estimate the evolution of roughness, rutting, and reflective cracking in a typical composite pavement structure currently widely adopted in South Korea. Three different asphalt mixtures were prepared and dynamic modulus tests were performed. Then, the mechanistic-empirical pavement design guide (MEPDG) was used for predicting the progression of the pavement distress and to estimate the effect of the three different models on such phenomena. It is found that the three different mathematical models provide lower and upper limits for roughness, rutting, and reflective cracking. While the CAM model may not be entirely reliable due to its inability in fitting the data in the high-temperature domain, SCM might result in moderately more conservative pavement design.
Highlights
Asphalt pavement overlay is a common practice for rehabilitating the existing concrete pavement having more than 15 to 20 years in the expressway network in South Korea [1,2]
Two major negative effects can be identified: first, a poor driving experience due to the regular presence of the cracks where reflective cracking (RC) is observed and second, serious pavement deterioration can occur in the layer consisting of asphalt material and in the concrete layer due to infiltration of water and moisture. This phenomenon can reach an even more severe level compared to low temperature thermal cracking as, in the worst case, RC can develop at every location of the joints in the concrete pavement [14,15,16,17,18,19,20,21,22]
A set of three asphalt mixtures consisting of a hot mix asphalt (HMA) mixture, a stone mastic overlay on aged concrete pavement in South Korea are selected for this study [30]
Summary
Asphalt pavement overlay is a common practice for rehabilitating the existing concrete pavement having more than 15 to 20 years in the expressway network in South Korea [1,2]. Two major negative effects can be identified: first, a poor driving experience due to the regular presence of the cracks where RC is observed and second, serious pavement deterioration can occur in the layer consisting of asphalt material and in the concrete layer due to infiltration of water and moisture This phenomenon can reach an even more severe level compared to low temperature thermal cracking as, in the worst case, RC can develop at every location of the joints in the concrete pavement [14,15,16,17,18,19,20,21,22]. Respect to different distresses such as RCs [14,15,26,27,28]
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