Pavement Permanent Deformation Research Articles

Investigation of the rutting performance of modified stone matrix asphalt (SMA) using the dynamic creep and Hamburg Wheel-Tracking Device tests

ABSTRACT In this study, Forta Fibers (FFs) with a constant length of 19 mm and 0.5 kg/ton were added to the stone matrix asphalt (SMA) to investigate flexible pavement's permanent deformation. Hence, the Hamburg Wheel Tracking Device (HWTD) and Dynamic Creep test were performed to investigate the rutting performance of the SMA. The results of the HWTD showed that using FFs reduces the rutting depth of the SMA by about 42% compared to the control specimens by continuing the loading cycles up to 5000. Also, the amount of Stripping Inflection Point (SIP) for the SMA and SMA modified with FFs occurred in more than 10000 passes, which increased the resistance to moisture susceptibility. Besides, the dynamic creep test results showed that the number of loading cycles of SMA modified with FFs was 61% higher than the control specimen. Also, the Flow Number (FN) of specimens containing fibers was about 44% higher, which indicates an increase in the rutting resistance of the modified specimens compared to the control specimens. Also, an increase in creep modulus of modified specimens resulted in less plastic deformation. Finally, the resilient modulus result showed that the SMA modified with FFs is more resistant to permanent deformation.

Assessment Resistance Potential to Moisture Damage and Rutting for HMA Mixtures Reinforced by Steel Fibers

Rutting is mainly referring to pavement permanent deformation, it is a major problem for flexible pavement and it is a complicated process and highly observed along with many segments of asphalt pavement in Iraq. The occurrence of this defect is related to several variables such as elevated temperatures and high wheel loads. Studying effective methods to reduce rutting distress is of great significance for providing a safe and along-life road. The asphalt mixture used to be modified by adding different types of additives. The addition of additives typically excesses stiffness, improves temperature susceptibility, and reduces moisture sensitivity. For this work, steel fibres have been used for modifying asphalt mixture as they incorporated in the specimens by three percentages designated as 0.5, 1.0 and 1.5 % by the weight of asphalt mixture. The evaluation process based on conducting Marshall Test, Compressive strength test, and the wheel tracking test. The optimum asphalt content was determined for asphalt mixture. The results of the Marshall quotient and the index of retained strength of modified mixtures were increased by 44.0 and 17.38% respectively with adding 1.0% of steel fibres compared with the conventional mixture. The rut depth and dynamic stability were determined by using a wheel tracking test at two various testing temperatures of 45 and 55°C and two applied stresses of 70 and 80 psi. Results show that adding 1% of steel fibres to asphalt mixtures is very effective in increase the rutting resistance and reduce moisture damage.

A comprehensive system for AASHTO PP69-10-based pavement rut evaluation using 1-mm 3D pavement surface model

Measurement of pavement rut is critical to highway agencies for both pavement design and rehabilitation. Historically, rut depth is the only pavement permanent deformation indicator collected with various measurement technologies. Recently, the new draft protocol called AASHTO Standard Practice PP69-10 outlines a set of procedures to derive multiple measures of pavement permanent deformation, including percent deformation, water entrapment depth, rut depth, etc. Multiple parameters can be useful for project-level analysis, but may not be realistic indices for overall permanent deformation evaluation at network level. In this paper, a three-step procedure is applied to evaluate the overall permanent deformation. Transverse profile data are collected on over 200 km (125miles) National Highway Systems using the 1-mm PaveVision3D Ultra data collection system. Twelve attributes for characterising permanent deformation are calculated according to the requirement of PP69-10. Scoring functions of these attributes are elicited using utility theory-based methods with statistics of attributes from the collected sample data-sets. Analytical Hierarchy Process is performed for the development of a comprehensive permanent deformation evaluation system. Additive weights are obtained for all attributes based on pairwise comparisons. A case study is conducted to compare current rut depth-based practice with the proposed new comprehensive evaluation system.

CALCULATION OF PAVEMENT PERMANENT DEFORMATION USING PERZYNA’S ELASTO-VISCOPLASTIC MODEL

In this work, a method for calculation of pavement permanent deformation due to traffic loading is presented. The mechanics behavior of asphalt concrete layer is considered as Perzyna’s elasto-viscoplastic material. The pavement permanent deformation is incrementally calculated using nonlinear finite element method. Model parameters are determined using Hamburg Wheel Tracking Test result.

Finite element analysis for airfield asphalt pavements rutting prediction

Abstract This paper presents a numerical study of an aircraft wheel impacting on a flexible pavement. The proposed three dimensional model simulates the behaviour of flexible runway pavement during the landing phase. This model was implemented in a finite element code in order to investigate the impact of repeated cycles of loads on pavement permanent deformation. In the model a traditional multi-layer pavement structure was considered. In addition, the asphalt layer (HMA) was assumed to follow an elasto-viscoplastic behaviour. The results demonstrate the capability of the model in predicting the permanent deformation distribution in the asphalt layer

Thorough Investigation of Constitutive Model of Asphalt Pavement Permanent Deformation

In this paper, the constitutive model of the asphalt pavement permanent deformation is analyzed, which is based on the asphalt pavement permanent deformation. In order to reasonably predict the asphalt pavement permanent deformation, the domestic and foreign research results are thorough investigated. It shows that the nonlinear viscoelastic - elastoplastic constitutive model of Peng Miaojuan improves the defects of various models. This constitutive model comprehensively reflects the characteristics of permanent deformation of asphalt pavement.

Effects of mean annual temperature and mean annual precipitation on the performance of flexible pavement using ME design

The purposes of this study were to establish the difference between empirical and mechanistic–empirical approaches in the flexible pavement design and to quantify the effects of mean annual precipitation and temperature on the flexible pavement distresses using the Mechanistic-Empirical Pavement Design Guide (MEPDG) software. Seventy-six specific locations from 13 states throughout the USA were selected based on different climate conditions using virtual climate stations based on the interpolation from the nearest weather stations prior to meeting the objectives. Subsequently, analysis was conducted based on the predicted distresses, including longitudinal cracking, transverse cracking, alligator cracking, asphalt concrete rutting and total pavement permanent deformation. Generally, the pavement structure and materials have been set as constant to control the effects of material on the results. On the basis of the MEPDG analysis, the longitudinal cracking of flexible pavement is significantly affected by both factors (temperature and precipitation), particularly in wet climatic regions. The mean annual temperature has a great influence on the alligator cracking, transverse cracking and permanent deformation of flexible pavement. However, neither factors demonstrated a significant impact on the predicted International Roughness Index of flexible pavement surfaces.

The Effect of Groove–Underside Shaped Concrete Block on Pavement Permanent Deformation

The aim of this study was to investigate the permanent deformation of Concrete Block Pavement (CBP) with the underside surface grooved. Permanent deformation is one of the important factors that influence pavement performance and often happens due to increases in axle load and tire pressure. Such increments have also resulted in greater increment of contact pressure at the tyre–pavement interface. In this study, a new CBP was developed with the concrete blocks grooved at the underside block surface to reduce pavement permanent deformation, termed as Underside Shaped Concrete Blocks (USCB). 13 USCBs were manufactured in the laboratory in this study with their patterns divided into three categories. The CBP models were constructed, from bottom to top, with hard neoprene, 70 mm thick loose bedding sand, and jointing sand which was used to fill in the gaps between USCBs. The test pavement was subjected to 10,000 rounds of load repetition under 1,000 kg single wheel load using the first Malaysian accelerated loading facility called Highway Accelerated Loading Instrument (HALI). The pavement was examined in terms of transverse deformation profile, average rut depth along the wheel path, and longitudinal rut profile other than being visually inspected. Results indicated that permanent deformation is significantly influenced by USCB geometry, groove shape, groove depth, bedding sand settlement during block setting, and load repetitions. From the results, it has been proven that USCB is a potential choice for CBP construction to reduce permanent deformation.

Remaining Life Prediction of Asphalt Pavement under Dynamic Load

AbstractTaken pavement surface roughness as excitation, a 1/2 vehicle vibration model with 4 degrees of freedom was built, and the dynamic vehicle load was analyzed by the system dynamics and the vehicle vibration theory. In consideration of the factors of dynamic road and environment, the pavement evenness deterioration and permanent deformation were calculated according to amendment Shell permanent deformation theory. Then, a new remaining life prediction method of asphalt pavement was proposed in combination with the test results of expressway surface evenness and current quality standard. The results indicate that this method not only can accurately predict the remaining life of asphalt pavement but also can provide evidence for evaluating pavement service quality and scheming the best cost—effectiveness maintenance scheme of pavement.

The prediction of asphalt pavement permanent deformation by T-GM(1,2) dynamic model

In this article, we propose a prediction model of asphalt pavement permanent deformation based on improved grey prediction model. This improved prediction model combines the first-order two variables grey differential equation model (abbreviated as GM(1,2) model) from grey system theory and Taylor approximation method from approximation optimisation theory. We abbreviate the combined model as T-GM(1,2) model. The combined model can obtain the most optimal predicted value by multiple approximate calculation. We validated the effectiveness of T-GM(1,2) model, through using the measured data of deformation depth obtained from the wheel tracking device test. The experimental result showed that the T-GM(1,2) model has high predictable power for asphalt pavement permanent deformation.

A preliminary study of the mechanical properties of asphalt mixture containing bottom ash

This paper shows a preliminary study of asphalt mixtures containing bottom ash with a primary focus on the permanent deformation. The objectives of this study are (i) perform literature reviews on the mechanical properties of asphalt mixtures containing bottom ash; (ii) evaluate the effects of using bottom ash as the mineral filler for the asphalt mixture through the flow number and dynamic modulus tests; and (iii) use the test results to evaluate the pavement permanent deformation using the Mechanistic–empirical pavement design guide (MEPDG) analysis. It was found that the asphalt mixture using bottom ash uses higher asphalt content due to the higher absorption. The replacement with bottom ash in the asphalt mixture generates a lower dynamic modulus as compared to the control mixtures. Additionally, results from MEPDG analysis show mixtures with bottom ash have higher rutting potential.

Development of pavement permanent deformation prediction model by grey modelling method

A large number of pavement databases are available owing to the advent of laboratory facilities and pavement management systems. For pavement evaluation, some data or properties relating to the environment and structure may not be very clear and so the pavement system is grey in its nature. In addition, there are no accompanying theory and knowledge of rules for the observed behaviour of permanent deformation and traffic loading. Thus, in this study, a pavement permanent deformation prediction model (PDPM) is established based on grey system theory. The modelling method of grey system and the algorithm of prediction model are also presented. The applicability of the PDPM is verified by using permanent deformation depth obtained from the wheel-tracking device test. Field test data of permanent deformation performance is collected to evaluate the accuracy and effectiveness of the new prediction model and to confirm the model’s validity.

Determining Layer Contributions to Rutting by Surface Profile Analysis

For years researchers and practitioners alike in the pavements and materials industry have been performing forensic analyses to determine the origin of hot-mix asphalt pavement permanent deformation (rutting) failures. The investigations typically involve traffic control, coring, excavation, and significant materials testing. These investigations are costly and very inconvenient for road users. Although expensive and inconvenient the investigations are necessary in order to plan appropriate rehabilitation activities. Under the National Cooperative Highway Research Program Project 1-34A, a method has been developed to determine the relative contributions of structural layers to total rutting in flexible pavements from a simple analysis of a pavement’s transverse surface profile. A recommended test method in standard format was developed that provides the industry with an extremely valuable analytical tool that could eliminate the need for expensive and inconvenient forensic analyses in many cases.