AASHTOWare Pavement ME Design Research Articles

Impact of cement content in cement bound materials on the reflection cracking performance of asphalt pavements

This study investigates the impact of cement contents in cement bound material (CBM) on asphalt pavement reflection cracking, considering two levels: 4.5 % (CBM1) and 5.4 % (CBM2). Mechanical properties of CBMs, including elastic modulus, rupture modulus, and thermal expansion, were evaluated. Simultaneously, properties of asphalt pavement layers (wearing course and base course) underwent assessment through dynamic modulus, flow number, and overlay tests. Resilient modulus tests were conducted for subbase and subgrade layers. Laboratory test outcomes served as inputs for a AASHTOWare Pavement ME Design program. The results indicated that despite CBM2's higher elastic modulus and rupture modulus, CBM1 outperformed in pavement design. Based on the outcomes from pavement design program CBM1 exhibited lower total transverse cracking (400.19 m/km) compared to CBM2 (403.38 m/km) after 6 years of service. The higher cement content in CBM2 was identified as a potential contributor to increased cracking, attributed to shrinkage during cement hydration process. Moreover, the higher cement content showed a higher coefficient of thermal expansion (CTE), where CBM1 displayed a CTE of 70 µm/°C, while CBM2 material had a CTE of 40 µm/°C. These findings emphasize the intricate relationship between cement content in CBM and pavement performance, crucial for effective design considerations.

Life cycle assessment and pavement performance of recycled aggregates in road construction

Integrating environmental goals in the construction of infrastructure has attracted great attention over the past two decades. The use of construction and demolished waste materials (C&D) as a base layer for pavement structures gained popularity as a sustainable alternative to virgin aggregates (VA). An experimental testing program was designed to investigate several recycled materials as a potential replacement to VA in flexible pavements base layer. The testing program included routine tests, matric suction, static, and repeated load triaxial tests to measure the general engineering properties and evaluate the material performance under static and cyclic loading. The results of the laboratory testing program were employed to predict the pavement performance utilizing different combinations of C&D waste as a base layer for flexible pavement structures using the AASHTOWare Pavement ME Design at different climate conditions. The sustainability of using C&D material as a partial or full replacement of VA base material in pavement construction was evaluated by using the life cycle assessment (LCA) approach. The results showed that all the C&D materials yielded a much thinner base layer compared to the natural VA achieving the same pavement performance. Moreover, the reduction in the thickness is more significant in cold and wet climatic conditions rather than the hot and dry climatic conditions. LCA results revealed that the VA base layer had the highest environmental impact on all tested categories. VA materials, used as a base layer, show 65% higher global warming potential compared to C&D materials as a base layer in all climatic conditions.

Resilient behavior of bio-cemented sandy soil treated with enzyme-induced carbonate precipitation for pavement applications

Subgrade stability is a key factor that influences the long-term performance of the pavement structure under repeated traffic loading. Enzyme-induced carbonate precipitation (EICP) has been recently explored as a bio-inspired solution to improve the mechanical properties of sandy soils. This study evaluates the potential of EICP to cement silica sand as a treated subgrade in pavement applications. The study investigated the mechanical performance of EICP-treated sand compacted at varying initial degrees of saturation and treatment cycles through repeated loading triaxial (RLT) and unconfined compressive strength (UCS). The results show that specimens having a lower initial EICP degree of saturation facilitated efficient carbonate precipitation bridging between sand grains, resulting in higher resilient modulus and UCS. Furthermore, surface percolation of EICP cementing solution resulted in a further increase in carbonate content and treated soil UCS and resilient modulus (Mr). A maximum UCS and Mr values of about 700 kPa and 165 MPa, respectively, were achieved, which implies the possibility of using EICP-treated sand as a treated subgrade layer or subbase to reduce the base layer thickness or improve the pavement structure performance. The Scanning electron microscopy (SEM) images further explained the influence of the carbonate crystal shape and morphology on the treated soil strength and modulus. Finally, simulations executed using AASHTOWare Pavement ME Design software show the potential of utilizing EICP for improving subgrade for pavement structures, with a significant reduction in base layer thickness while maintaining the same rutting and fatigue performance. Hence, demonstrating the potential of EICP in enhancing subgrade properties for pavement structures.

Dynamic Modulus Prediction Validation for the AASHTOWare Pavement ME Design Implementation in Egypt

Dynamic Modulus, E* is a crucial property of the hot mix asphalt (HMA). For the AASHTOWare Pavement ME design, E* is an essential material input. E* can be measured in the laboratory or predicted using different models based on some fundamental properties of the HMA. The NCHRP 1-37A and NCHRP 1-40D prediction models are the two main models adopted by the AASHTOWare to predict the E* based on the HMA mixture volumetrics, gradation, and binder properties. The main objective of this research was to validate these two prediction models using local HMA mixes for the purpose of the regional application of the AASHTOWare Pavement ME design in Egypt. For this purpose, the E* values of ten locally plant-produced HMA mixes were measured in the laboratory. The two E* prediction models were then used to estimate the E* values for the same materials. Consequently, the performance of both models was studied by comparing the measured values to the estimated values. The results showed that the NCHRP 1-40D prediction model can satisfactorily predict the E* of the Egyptian HMA mixes with minimal bias and high accuracy. The model yielded an adjusted coefficient of determination (R2) of 0.86 based on 480 E* measurements. On the other hand, the NCHRP 1-37A prediction accuracy was not satisfactory, with very poor accuracy (Adjusted R2 = 0.18) and high bias. Afterwards, the effect of the predicted E* from the NCHRP 1-40D model on the AASHTOWare Pavement ME predicted pavement performance in terms of rutting, cracking, and roughness was further studied. Accordingly, twenty-four simulation runs for typical Egyptian design cases were conducted using, first, the laboratory measured E* values and, then, the NCHRP 1-40D predicted E* values. The results showed that the NCHRP 1-40D predictions had no significant effect on the pavement performance predicted by the AASHTOWare Pavement ME with R2 of the different pavement distresses ranged from 0.980, for the AC rutting, to 0.9996 for the International Roughness Index (IRI). Hence, the NCHRP 1-40D model can be used satisfactorily to predict E* for the Egyptian HMA mixes without compromising the structural pavement design.

Long-Term Performance and Forensic Evaluation of an Asphalt Pavement with Cold Central Plant Recycled Asphalt

In 2012 Virginia Department of Transportation constructed two test sections at the National Center for Asphalt Technology Test Track containing asphalt processed via cold central plant recycling (CCPR) with identical asphalt overlays. One section contained a stabilized base beneath the CCPR layer (Section S12), similar to a full-depth reclamation layer; the other included an unstabilized aggregate base beneath the CCPR layer (Section N4). Both sections were subjected to trafficking by loaded trucks for a total of 30 million equivalent single axle loads. Minor cracking was observed at the surface of the section with the unstabilized base; the section with the stabilized foundation exhibited no surface cracking. Furthermore, strain, pressure, and deflection measurements showed better performance for the section with the stabilized foundation than the section with the unstabilized base. Because of the relatively unchanged performance of Section S12, it was taken out of service to conduct a forensic investigation. This paper presents the analysis of the instrumentation results, coring, trenching, and mechanistic testing and modeling, to better understand and compare the performance between sections. The stabilized base was found to greatly reduce bending action in the section, exhibited no substantial rutting, but also contained what appeared to be some shrinkage cracks. However, these cracks did not propagate to the surface, indicating that the CCPR layer may be an effective crack mitigator. Further, it was found that mechanistic modeling using AASHTOWare Pavement ME design software overestimated the rutting but predicted similar international roughness index and cracking to that observed in the field.

Evaluating the impact of overweight trucks on rigid pavement performance using AASHTOWare pavement ME design

ABSTRACT The purpose of this study is to evaluate the impact of overweight vehicles on pavement performance over its design life, with Jointed Plain Concrete Pavements (JPCPs) particularly considered for analysis. The Long-Term Pavement Performance database was used to provide information on pavement construction, age, overall structure, specific traffic inputs, and recorded historical pavement performance. AASHTOWare Pavement ME Design (PMED) was used to analyze data extracted from LTPP based on legislation by the Federal Highway Administration (FHWA) regulating gross vehicle weight (GVW) and single and tandem axle weights of overweight trucks (OWTs) to estimate pavement performance and service life. The overall findings indicated that although increasing overweight by 20% on single or tandem axles could considerably reduce pavement service life by up to 20% in the various scenarios examined in this study, OWT exceeding the GVW limit legally-allowed by FHWA could damage pavement more than OWT exceeding axle weight limits.

Sensitivity Evaluation of Short Jointed Bonded Concrete Overlay of Asphalt Pavement in AASHTOWare Pavement ME Design

Sensitivity Evaluation of Short Jointed Bonded Concrete Overlay of Asphalt Pavement in AASHTOWare Pavement ME Design

A comparative study on the performance of field-sampled asphalt mixtures for heavy-duty pavements using laboratory testing and mechanistic-empirical simulations

The demand for durability and resilience in asphalt pavements has led to the progressive implementation of performance-enhancing technologies like bitumen modification using polymers or fibers. This is particularly important in a port environment, where roads are subjected to heavy traffic. The main objective of this study is to contribute to the current state of knowledge on the performance of asphalt mixtures, including polymers and fibers, by conducting a comprehensive laboratory investigation of eight field mixtures, followed by an evaluation of their expected performance in five test sections using the AASHTOWare Pavement ME Design software. The eight mixtures included two lean asphalt mixes to be used as a replacement for granular layers, three base mixtures, and three surface mixtures. Laboratory testing showed that the addition of a blend of 91% polypropylene and 9% glass fibers increased stiffness and resistance to moisture damage. Also, this fiber blend improved cracking resistance when used in a relatively flexible mixture. It was found that top-down cracking predictions followed the trend observed in semicircular bending tests. Conversely, the predicted rutting performance did not align with the rut depth trend in the laboratory. Furthermore, the use of SMA instead of a dense-graded surface layer appeared to increase fatigue cracking in pavement sections with granular bases unless a high-modulus base asphalt layer was used. This study was a first attempt to use advanced pavement performance predictions in Belgium. The data gathered during the future monitoring of the test sections built as part of this study will provide valuable primary data for the local calibration of pavement distress models.

The influence of truck speed on pavement defects

ABSTRACT The response of asphalt material depends on the rate of loading and varies from elastic to plastic. Therefore, the behaviour of flexible pavement would also be different along the entire length of a road because of truck speed changes due to the existence of police checkpoints, bus stations, speed bumps, intersections, horizontal and vertical curves, and climbing lanes. The objective of this study is to investigate the effect of truck speed on the performance of flexible pavement. Thus, analyses were conducted for various truck speeds (1–75 km/hr) on three different pavement structures and three traffic levels using AASHTOWare Pavement ME Design 2.5.5 for the local conditions of Izmir, Turkey. The analysis results of the study manifested that a reduction in traffic speed (75–1 km/hr) on a road resulted in higher pavement distress. According to the results, reducing truck speed from 25 to 1 km/hr resulted in a rapid increase in AC rutting, alligator cracking and top-down cracking by 13.3 mm, 10.6% and 1473.8 m/km, respectively. It is expected that the outcomes of this study would promote the local calibration of the mechanistic-empirical pavement design guide (MEPDG) and pavement design in Turkey and the region.

Multi-gene genetic programming extension of AASHTO M-E for design of low-volume concrete pavements

The American Association of State Highway and Transportation Officials Mechanistic-Empirical Pavement Design Guide (AASHTO M-E) offers an opportunity to design more economical and sustainable high-volume rigid pavements compared to conventional design guidelines. It is achieved through optimizing pavement structural and thickness design under specified climate and traffic conditions using advanced M-E principles, thereby minimizing economic costs and environmental impact. However, the implementation of AASHTO M-E design for low-volume concrete pavements using AASHTOWare Pavement ME Design (Pavement ME) software is often overly conservative. This is because Pavement ME specifies the minimum design thickness of concrete slab as 152.4 ​mm (6 in.). This paper introduces a novel extension of the AASHTO M-E framework for the design of low-volume joint plain concrete pavements (JPCPs) without modification of Pavement ME. It utilizes multi-gene genetic programming (MGGP)-based computational models to obtain rapid solutions for JPCP damage accumulation and long-term performance analyses. The developed MGGP models simulate the fatigue damage and differential energy accumulations. This permits the prediction of transverse cracking and joint faulting for a wide range of design input parameters and axle spectrum. The developed MGGP-based models match Pavement ME-predicted cracking and faulting for rigid pavements with conventional concrete slab thicknesses and enable rational extrapolation of performance prediction for thinner JPCPs. This paper demonstrates how the developed computational model enables sustainable low-volume pavement design using optimized ME solutions for Pittsburgh, PA, conditions.

Comparative Study of Pavement Rehabilitation Using Hot in-Place Recycling and Hot-Mix Asphalt: Performance Evaluation, Pavement Life Prediction, and Life Cycle Cost Analysis

The use of hot in-place recycling (HIR) for pavement surface rehabilitation has gained increasing attention in recent years with the aim of achieving sustainable pavement. For the purpose of cost saving and the consumption of 100% reclaimed asphalt pavement (RAP), an in-place HIR train has been developed to combine various units including preheating, milling, rejuvenating, and compacting. Compared with the conventional hot-mix asphalt (HMA) surface treatment, the HIR technique might result in different pavement performances as a result of the low mixing temperature and insufficient quality control. This study aimed to conduct a comparative analysis of pavement surface rehabilitation using HIR and HMA, including the performance evaluation, pavement life prediction, and life cycle cost analysis (LCCA). HIR and HMA mixes were collected from construction areas and the nearby asphalt plant, respectively. The loose mixes were reheated and compacted for performance testing, including dynamic modulus tests, Superpave IDT tests, and moisture susceptibility tests. The AASHTOWare Pavement ME Design software was adopted to predict the pavement life with two rehabilitation techniques, followed by the LCCA with regard to the prediction results. Test results showed that pavement surface rehabilitation with HIR achieves acceptable performance and economic benefits. However, the HIR mixes are brittle and more susceptible to cracking and, therefore, have shorter pavement service lives than HMA.

Implementation of Finite Element and Fracture Mechanics Based Reflection Cracking Models for Asphalt Concrete Overlay of Existing Asphalt Concrete Pavement in AASHTOWare Pavement ME Design

The reflection of existing cracks from the underlying pavement is one of the primary modes of failure for rehabilitated asphalt concrete (AC) pavements with AC overlays. The AC overlay design philosophy is to delay the onset of reflection cracking or to eliminate it entirely. In recent years, rehabilitation designs are being optimized not just for cost effectiveness, but also to produce more reliable, sustainable, and environmentally friendly designs that require more detailed and sophisticated methodologies. The new finite element and fracture mechanics based reflection cracking models were developed under National Cooperative Highway Research Program (NCHRP) Project 1-41 to improve design methodology. The new models were generally compatible with the AASHTOWare Pavement ME Design (AASHTOWare) framework. The difference included the computation of critical pavement responses (i.e., stress intensity factors) and others, and thus modified. The modified models were calibrated and validated using Long-Term Pavement Performance projects. The calibration of reflection cracking models produced satisfactory goodness of fit with no significant bias. Thus, the modified reflection cracking models were successfully adapted and deployed in the AASHTOWare software to create a new improved AC overlay of existing AC pavement design methodology. This new methodology represents a paradigm shift from the traditional pavement design procedures. It significantly increases the capability of the pavement design software to simulate all the loadings experienced by AC overlay, estimate pavement responses, and predict reflection cracking based on pavement responses. This paper discusses the implementation of NCHRP 1-41 reflection cracking models for AC overlay of existing AC pavements into AASHTOWare software.

Impact of Subgrade Strength on Pavement Performance

Based on the standard design of flexible pavement structure conducted in Turkey, only subbase course layer is affected by the variation of subgrade strength and other pavement layers (wearing course, binder course, asphalt concrete (AC) base course, and crushed stone base course) are not influenced by the variation of subgrade strength. Therefore, the aim of this study is to investigate the impact of subgrade strength on flexible pavement distresses. To achieve the objectives, firstly, three different flexible pavement structures designed using the Turkish Flexible Pavement Design Guide 2008 were chosen and secondly, the effect of variation of subgrade strength [5 to 50 California Breading Ratio (CBR)] on pavement performance (rutting and fatigue cracking) for three different traffic levels [5000, 10000, and 15000 average annual daily truck traffic (AADTT)] for climatic condition of Izmir region using AASHTOWare Pavement ME Design v2.5.5 were analyzed. The results of the study show that, reducing subgrade CBR values from 50 to 5 CBR resulted in an increase by 3.7mm in total rutting depth and 5.6% in alligator cracking magnitude. Also, results demonstrated that the influence of subgrade strength on rutting within asphalt concrete layers (AC rutting) is negligible. By contrast, increasing subgrade CBR value from 5 to 50 resulted in a significant increase (65.1 to 314.7 m/km) in longitudinal cracking magnitude while thermal (transverse) cracking is not sensitive to the variation of subgrade CBR values. This study can assist highway agencies and individual pavement designers in the design a more practical pavement.

Impacts of future climate change on flexible road pavement economics: A life cycle costs analysis of 24 case studies across the United States

• A methodological framework to analyze the impacts of climate change on pavement LCC is presented • Pavement LCC are estimated to increase 0.08-0.21% per °C increase in future temperature • Pavement LCC were found to be particularly sensitive to gasoline and diesel unit costs Highway agencies are facing pressure for repairing and replacing underfunded and aged road pavement networks that were initially designed for historical climatic conditions. Road pavements must be updated while accounting for the impacts of climate change, which are likely to be exacerbated in the years to come, and with limited budgets. Methodologies and frameworks that help agencies incorporate the long-term effects of climate change on pavement performance and make informed decisions on how to spend their limited funds are therefore of utmost importance. This paper presents a methodological framework that combines downscaled climate projections, pavement performance predictions using the AASHTOWare Pavement ME Design TM tool, maintenance and rehabilitation strategies, and life cycle costs analysis (LCCA) in a comprehensive system. The proposed methodological framework was adopted in the LCCA of 24 case studies across the contiguous United States under four alternative periods corresponding to simulated climate projections for four 20-year periods (1981-2000, 2001-2020, 2041-2060, and 2081-2100) with a higher Representative Concentration Pathway (RCP8.5). The case study results show that climate change per degree Celsius will lead to approximately $650-700 million/year additional agency costs in the U.S. In addition, climate change will have greater impacts on the costs incurred during the maintenance and end-of-life phases.

Quantifying the Benefits of Geosynthetics Reinforcement in Flexible Pavement Design Using Cyclic Plate Load Testing

Development of pavement design over the past decades has focused on moving from empirical design equations to more powerful and adaptive design schemes. The AASHTO mechanistic–empirical pavement design guide (MEPDG) has been developed to model pavement structure and predict its service life more accurately. Although MEPDG has been widely implemented to design conventional pavement, it is not yet capable of predicting the service life of pavement reinforced with geosynthetics. Given the above concerns, seven full-scale test sections that were constructed at Louisiana Transportation Research Center-Pavement Research Facility (LTRC-PRF) were devoted to a structural experiment to investigate the performance of geosynthetic reinforced pavements. The benefits of using geosynthetics to enhance the performance of pavements constructed over soft subgrades was evaluated using cyclic plate load testing. Cyclic load at a frequency of 0.77 Hz was applied through a 305 mm diameter steel plate. The test results clearly show the benefits of geosynthetics in significantly reducing pavement rutting. The test section with double geosynthetic layers performed better than the other six sections studied. After eliminating the effect of variations in construction, the benefits of geosynthetic reinforcement are quantified within the context of the AASHTOWare Pavement ME Design Guide. The developed design procedure is capable of quantifying the contribution of geosynthetics in pavements to base reinforcement as well as subgrade stabilization. A design methodology is proposed that falls within the context of MEPDG.

Predicting fatigue service life reductions of asphalt pavements due to deficiency in design-level values of effective binder content

The focus of this study is the evaluation of the effects of deficiencies in design-level values of effective binder content (Δ Vbe) on the top-down (TD) and bottom-up (BU) fatigue cracking performance of hot-mix asphalt (HMA) mixtures using AASHTOWare Pavement ME Design structural simulation program. Using an analytical–mathematical-based methodology, this study also aims to predict the reduction in fatigue service life (i.e., TD, and BU fatigue cracking) of asphalt pavements that are most sensitive to the variation (Δ Vbe). Two types of mixes with varying levels of Vbe are used to simulate the fatigue cracking performance of a full-depth (FD) pavement structure. For each of the three studied cases, one asphalt course has a variable value of Vbe, while the two other courses have a fixed value of Vbe. Results indicate that the Δ Vbe of 3% reduced 50%–70% of fatigue cracking service life. Additionally, Pavement ME shows a limitation to account for the effect of Vbe in the intermediate course on the BU fatigue cracking.

Development of Cost-Effective High-Modulus Asphalt Concrete Mixtures Using Crumb Rubber and Local Construction Materials in Louisiana

One of the emerging solutions to enhance the durability of asphalt pavements is the use of a French asphalt mix known as “High-Modulus Asphalt Concrete (HMAC).” This mix uses a hard asphalt binder, high binder content (about 6%), and low air voids content as compared with Superpave mixtures. The key objective of this study was to develop a cost-effective HMAC mixture using crumb rubber and local materials in Louisiana. To achieve this objective, four HMAC mixtures were prepared using two asphalt binders (PG 82-22 and PG 76-22 plus 10% crumb rubber) and two Reclaimed Asphalt Pavement (RAP) contents (20% and 40%); additionally, a conventional Superpave mixture in Louisiana was prepared as a control mixture. The laboratory performance of these five mixtures was evaluated in relation to workability, dynamic modulus, rutting resistance, and cracking resistance. The AASHTOWare Pavement ME Design software was also used to estimate the long-term field performance of these mixtures. Results indicated that the HMAC mixture prepared with 10% crumb rubber and 20% RAP successfully met the French mix design specifications for HMAC and LaDOTD specifications. This HMAC mix outperformed the control Superpave mix in relation to dynamic modulus, rutting resistance, and cracking resistance. Additionally, this HMAC mixture can reduce the required asphalt thickness by 1.5 or 2 in. based on traffic level. The cost-effectiveness analysis indicated that this HMAC mixture was more cost-effective than conventional Superpave mixtures in Louisiana. In addition, this mixture is environmentally friendly as it can reduce the disposal of scrap tires in landfills.

Improving flexible pavement performance through suitable aggregate gradation

The objective of this study was to improve the performance of flexible pavement through suitable aggregate gradation. Thus, initially, the dynamic modulus of asphalt mixtures |E*| for different aggregate gradations were predicted, and suitable aggregate gradation was determined. Then the performance of three different pavement structures for two aggregate gradations (Mid and Suitable), using AASHTOWare Pavement ME Design 2.5. 5, were evaluated for local conditions of Izmir, Turkey. The analysis result revealed that using suitable values compared to middle values increased the |E*| and improved the rutting and fatigue resistance of all pavement structures for any traffic levels. The output of this study can be used as a guide for hot mixed asphalt mix design and pavement design based on Mechanistic-Empirical Pavement Design Guide as well.

Assessment of satellite-based MERRA climate data in AASHTOWare pavement mechanistic-empirical design

The pavement performance system depends on various factors including traffic loading, climate conditions, and material properties. Variations in ambient temperatures and moistures can change material properties and consequently affect the overall pavement performance. Collecting climate data has been a significant challenge. This study compares the pavement performance predictions of Iowa composite pavement systems in AASHTOWare Pavement ME Design (PMED) software using four climate data sources: (1) ground-based weather station, (2) North American Regional Reanalysis and (3) the Modern-Era Retrospective Analysis for Research and Applications (MERRA) version 1 and (4) MERRA version 2. The findings showed disagreement among climate data sources for some of the distresses due to the significant differences in percent sunshine hourly measurements. Database for ‘synthetic’ percent sunshine is developed using surface shortwave radiation (SSR) estimates directly provided by MERRA to improve pavement performance predictions. This study recommends the use of SSR as an input in PMED.

Factors Contributing to Fatigue Cracking in Flexible Pavements in Oklahoma: A Case Study Using Laboratory and Field Investigation and AASHTOWare Simulation

Fatigue cracking is one of the major structural distresses in flexible pavements. In this study, probable causes of fatigue cracking were investigated using field and laboratory testing and In this study, probable causes of fatigue cracking were investigated using field ang laboratory testing and AASHTOWare Pavement ME Design (PMED) simulations. Field tests including Ground Penetrating Radar (GPR), Falling Weight Deflectometer (FWD), and Dynamic Cone Penetration (DCP) were performed on a flexible pavement section of US 412 located in Noble County, Oklahoma. Also, asphalt cores and soil samples were collected for laboratory testing. The GPR test results revealed significant delamination in the asphalt layer. Also, the GPR images indicated that the disturbance zone was confined within the asphalt layer and cracks were generated from surface as well as from existing pavement layers below. The DCP and FWD test results indicated that the pavement section was not structurally adequate to support traffic and needed rehabilitation in the near future. The moduli of the asphalt layers were found to be quite low, indicating improper compaction during construction. Also, the densities of the top-lifts of the asphalt cores were found to be low. Moreover, the cracking resistance of the extracted asphalt cores was poor based on the Illinois flexibility index test results. Superpave Performance Grade of the extracted binder indicated excessive aging of the binder because of long exposure to the environment. The brittleness of mix resulting from aging was considered a potential contributor to fatigue cracking of the pavement at this site. A parametric study was conducted to understand the variation of fatigue cracking with the changes in input properties in PMED, namely pavement structural components and material properties. Pavement thickness, roadway densities, and layer moduli of existing underlying pavement were found as the most influential factors. The findings of the parametric study supported the findings of the field and laboratory investigation.