Design Of Pavement Structures Research Articles

Direct shooting method-based optimized design of novel bridge-like pavement structures

Abstract To mitigate the impact of subgrade settlement on pavement in permafrost regions, an innovative prefabricated pavement structure system composed of longitudinal and transverse beams combined with concrete slabs was proposed and designed. The mechanical performance indicators under the most unfavorable conditions were evaluated using ANSYS finite element software. The direct shooting method was employed to systematically optimize the dimensions of the prefabricated pavement structure components. The results indicate that the prefabricated pavement structure exhibits excellent deformation resistance during subgrade settlement. The direct shooting method optimized the prefabricated pavement structure, ensuring structural safety while reducing weight and minimizing construction costs. Furthermore, a correlation analysis was conducted on the dimensions of the structural components affecting maximum deformation, maximum equivalent stress, and overall structural volume. The analysis identified the significant influence of the upper flange plate of the steel beam and the bottom steel plate on the overall mechanical performance and steel consumption of the pavement structure.

Research on the Propagation Law of Temperature-Induced Reflective Cracks in Semi-Rigid Base Asphalt Pavement

In order to solve the problem of reflection cracks in semi-rigid base asphalt pavement, a study of temperature-type reflection crack expansion is carried out according to the typical climatic characteristics of Guilin, Guangxi Province. According to the theory of fatigue fracture mechanics, the stress intensity factor analysis at the crack tip is carried out, the reflection crack propagation life under single-factor and multi-factor changes is calculated using the Paris fatigue growth formula, and the prediction model of the propagation life of reflected crack under the action of a temperature gradient is established. The results show that the propagation life of temperature-type reflective cracks increases with an increase in the thickness of the middle course and bottom course, and decreases with an increase in the surface course modulus, base course modulus, base course thickness, and temperature decrease. The prediction model includes the factors that have a great influence on the reflection crack extension and provides a theoretical supplement and reference for the design and calculation of asphalt pavement structure in areas with large temperature differences.

Mechanical Response of Hot-Mixed Epoxy Asphalt Concrete Steel Deck Pavement Under Thermal and Load

In recent years, fatigue cracking in orthotropic steel bridge deck pavements has become a significant concern, so the investigation of the mechanical response of the pavement layer has become a central focus in pavement structure design. This experiment subjected a full-scale specimen to a constant amplitude dynamic load of 60 kN to 300 kN over 2 million cycles. Throughout the testing, a circulating water bath elevated the temperature of the pavement layer from 15 °C to 50 °C. Key locations were monitored for strain and deflection data, facilitating an investigation into the mechanical response of the epoxy asphalt pavement system under the effects of temperature and load. The results indicate that the maximum transverse strain at the bottom of the steel deck occurs at the U-rib weld aligned with the load center, reaching 190% of the initial loading strain. Meanwhile, the maximum transverse strain on the pavement surface is observed at the U-rib weld adjacent to the loaded area, measuring 167% of the initial strain. The maximum longitudinal strain is lower than the maximum transverse strain. In the load zone, the longitudinal strain between the U-ribs exceeds that at the U-rib weld. Both transverse strain and relative deflection increase as the load intensifies. The relationship between transverse strain and applied load is characterized by an exponential function, while deflection exhibits a cubic relationship with the applied load. Elevated temperatures also contribute to increased transverse strains at both the bottom of the steel deck and the pavement surface, following an exponential trend. Relative deflection is primarily influenced by the applied load and remains relatively unaffected by temperature variations. When accounting for the coupling of load and temperature, the maximum transverse strains at both the bottom of the steel deck and the pavement surface can be modeled as an exponential function of the independent variables: load and temperature.

Asphalt pavement structural competency during staged airfield runway construction strategy

ABSTRACT This paper reports the results from a full-scale evaluation of asphalt pavement structural competency during a multi-stage construction strategy. The staged pavement construction included three stages: (1) new conventional asphalt pavement, (2) unpaved full depth reclaimed (FDR) pavement, and (3) thin surface asphalt paved FDR layer. The full-scale pavement sections consisted of a standard and substandard pavement structural design. The accelerated pavement testing (APT) experiments were executed by simulating the loading conditions of an aircraft with a critical combination of relatively high wheel load and high tire inflation pressure. The structural capacity of the pavement test items was monitored using a falling weight deflectometer. From this study, the staged pavement construction concept was found to be a potential approach to extend the service life of asphalt pavements. Unpaved FDR layers are structurally competent to support a low volume of aircraft operations. These findings support the transition to the use of asphalt pavements containing an FDR layer from an experimental to routine rehabilitation practice for airfield asphalt pavements.

Lifetime engineering principles in highway asset management

Introduction. An important tendency of our time is sustainability, good value for money and long-term planning. These are also the goals of the recently developed discipline, lifetime engineering. Although the principles of the science were originally developed for buildings and engineering structures, they can also be adapted to public roads. The article — through a case study in Hungary — presents the applicability of life engineering science to public road asset management. Besides, examples of pavement structure design, durability, maintenance-operation and environmental protection are also presented. Problem Statement. The typical lifetime engineering science principles used in the presentation were: increasing (pavement) life cycle; complex, multi-disciplinary design methodology; modular design; effective, quality insurance methods; high level satisfaction of the customers’ needs; minimisation of lifetime costs; sustainable, end-of-life strategies. It is emphasized that lifetime engineering is based on specific basic principles that effectively promote an up-to-date approach to any discipline related to engineering infrastructure. The paper shows that the efficacy of a road asset management. can be considerably increased if some elements of lifetime engineering are utilized.

Empirical Correlation of Hossaena Town Soil Index Properties with California Bearing Ratio (CBR) Values

California bearing ratio (CBR) is a key input factor in pavement structural design that is used to determine character size, the strength of unbound materials, and subgrade soils. The construction of a straightforward and logical regression model to forecast the CBR of unbound materials as a function of the index properties of the material. This work explains the relationship between compaction parameters and Atterberg limit tests. Laboratory test was conducted to get the independent (percent finer, liquid limit, plastic limit, plastic index, maximum dry density and moisture content), and dependent variables (CBR). A statistical package for social science software (SPSS) used to develop the mathematical model both in single and multiple regression. The viability of using multiple linear regression analysis to relate CBR values to soil index features was investigated. In this study, SPSS is used to examine each independent variable's significance individually. The multiple linear regression analysis was used to create the correlation, which had an eighteen-person sample size and a modest determination coefficient of R2 = 0.821. The CBR has good relation with maximum dry density and optimum moisture content compared to other parameters. This model applicable for small structure in the specified soil type, MH.

Calculation Thickness of the Added Flexural Layer on Composite Layer using a Light Weight Deflectometer (LWD) Pusjatan

Calculating the thickness of the flexible overlay needs to consider several factors, such as traffic load, soil characteristics, existing pavement conditions, and planned changes to the road design. This procedure generally uses recognized pavement design methods, such as the AASHTO 1993 method (Guide for Design of Pavement Structures). This research aims to determine the thickness of the added layer using an asphalt layer on composite roads in accordance with the 1993 AASHTO standards. It is hoped that this method can produce an effective overlay design, extend the life of the pavement, and increase the comfort and safety of road users. The data used in this research includes primary and secondary data. The results of this analysis are to calculate the STA 0 segment, for other STAs use the same method. From the Light Weight Deflectometer (LWD) deflection data, the Subgrade Reaction Modulus (k) value was 473 psi/in, the Concrete Elasticity Modulus (Ec) value was 4,843,105 psi and the Rupture Modulus (Sc') value was 699 psi. The traffic load used is 25.000.000, so the result of calculating the plate thickness to serve future traffic (Df) is 10.79 inches or 27.40 cm and the effective plate thickness value (Deff) is 9.13 inches or 23.30 cm, then the result is the added layer thickness (Dol) is 3.30 inches or 8.39 cm

Time-domain expression and mechanical response of the viscoelastic Poisson's ratio in asphalt pavement

Poisson's ratio (PR) is a fundamental mechanical parameter for materials. Unlike the constant Elastic Poisson's Ratio (EPR), the Viscoelastic Poisson's Ratio (VEPR) is significantly influenced by external factors such as environmental temperature, stress level, and loading frequency. Using the VEPR to characterize the stress state of asphalt pavements provides a more accurate reflection of their actual service conditions. Moreover, the VEPR plays a more critical role than the EPR in predicting fatigue life, analyzing temperature sensitivity, and optimizing pavement structure design. In this study, the Elastic-Viscoelastic Correspondence Principle (EVCP) and the Zener mechanical model were combined to derive a time-domain expression for the VEPR of asphalt pavement. Fiber Bragg Grating (FBG) sensors were embedded within various structural layers of an in-service road to collect mechanical response and temperature data under traffic loads. Based on the measured temperature data, Finite Element Models (FEMs) were developed for both the VEPR and EPR conditions. The mechanical responses were validated using these FEMs, and the results were compared with the strain data collected by the FBG sensors. The results indicated that both VEPR and EPR increase most rapidly between 20°C and 35°C, with VEPR resulting in higher transverse and longitudinal strains and stresses than EPR, while vertical strain remained constant. Furthermore, the VEPR was better suited to actual driving conditions, with a peak error of only 3.97 % and an average error of 10.04 %.

Design and mechanical response analysis of asphalt steel plastic pavement structure

In order to further study the mechanical properties of new asphalt steel plastic (ASP) pavement and explore optimal ASP pavement structures, this study analyzed the bottom tensile strain of asphalt mixture layer, the bottom tensile stress of steel plate layer, the bottom tensile stress of acrylonitrile butadiene styrene (ABS) layer, the top vertical compressive strain of subgrade and deflection. The results show that when the pavement structure adopts an 8 cm thick SMA layer, a 0.5 cm thick insulation layer, a 20 cm thick ABS layer, and 0.6 cm, 1.0 cm and 1.2 cm thick steel plate layers respectively, the mechanical properties of the ASP pavement are relatively good. The variation in the thickness of the steel plate layer has a greater impact on the bottom stress of steel plate layer. For the same pavement structure, when the dynamic load increases from 0.5 MPa to 0.9 MPa, the maximum values of the design indexes are linearly related to the dynamic load values. Under the static load, the shear stress generated in the steel plate layer is significantly lower than that in asphalt and ABS layers. The new asphalt steel plastic pavement has good mechanical properties and great application potential.

Dynamic viscoelastic properties of ultra-large particle size asphalt mixture based on fractional derivative constitutive model

The aim of this paper was to accurately grasp and precisely characterize the dynamic viscoelastic properties of Ultra-Large Particle Size Asphalt Mixture (LSAM-50), and fully explore the features and simplified forms of the generalized fractional derivative Zener (GFDZ) model. The constitutive relations of the GFDZ model with n Abel elements were first given, and a modified GFDZ (mGFDZ) model was proposed. Then the master curves of LSAM-50, AC-13 and AC-20 mixtures were constructed, and the expression effects of different models and the dynamic viscoelastic behaviors of different asphalt mixtures were compared. The results showed that LSAM-50 was a typical viscoelastic material similar to traditional mixture. Both dynamic modulus and energy storage modulus decreased with increasing temperature. The phase angle increased first and then decreased with temperature increasing, and the peak value appeared near 40℃ at low frequency. The loss modulus increased first and then decreased with the temperature increasing. When the loading frequency was 0.1 Hz∼25 Hz, the peak value appeared at 0℃∼20℃. The rutting factors of LSAM-50 became larger with temperature reduction and frequency enhancement. When the number of Abel elements reached 2 in the GFDZ model or reached 3 in the mGFDZ model, the model fitting effects would no longer change significantly. The 2-mGFDZ model with only 5 parameters fitted master curves data satisfactorily and the physical meanings of parameters were clear. Comparing among three mixtures, LSAM-50, with the lowest asphalt content, showed significantly superior elasticity and better deformation resistance at medium and high temperatures. At low temperatures, the viscosity behavior of LSAM-50 was slightly inferior, but it may have pronounced plate properties considering the effect of aggregate skeletonization. The research results would promote new pavement structural design and mechanical response analysis.

Fatigue Damage in Asphalt Pavement Based on Axle Load Spectrum and Seasonal Temperature

In asphalt pavement structure design, traffic axle loads and pavement layer temperatures are crucial factors affecting fatigue damage calculations. To investigate the differences in fatigue damage calculations caused by different characterizations of traffic axle loads and temperature, fatigue damage calculations were conducted under equivalent standard axle loads (ESALs), axle load spectra (ALS), constant temperatures, and seasonal temperature variations using the field data from an expressway in Shandong Province, China under seven calculation plans. The results indicated: (1) the annual traffic composition is dominated by vehicle Type 9, with a proportion of about 43% in all the vehicle types, and its load level is also high, with a proportion about of 80% in the heavy load interval at all axle types; (2) The ESALs method underestimates the actual fatigue damage incurred in asphalt pavement by 6.04 times, with an accumulated damage of 2.34 × 10−9 (ESALs), 1.69 × 10−8 (ALS), respectively; (3) The fatigue damage results from a single month with consistent temperature showed similar trends, with an accumulated damage of 1.50 × 10−5, 9.07 × 10−5, respectively; (4) The cumulative fatigue damage calculated using the ALS method across the four seasons, respectively, is 6.51, 5.88, 6.42, and 4.60 times that of the fatigue damage calculated using the ESALs method. Although the ratio of fatigue damage between the two characterizations of traffic axle loads remains consistent, which is 6.04, the fatigue damage calculation that accounts for temperature variations can reveal seasonal trends in fatigue damage development. Based on the axle load spectra and considering temperature variations, fatigue damage calculation will be more closely related to the actual service state of asphalt pavement. These research findings provide insights for estimating asphalt pavement fatigue damage to some extent.

Design of pavement structures consisting of paving slabs with hydraulically bound joints and bedding

To meet the needs for higher-ranked roads and traffic loads, rigid slab pavements with cement-bound bedding material and joints were analysed instead of the traditionally used unbound construction method. Since the bearing capacity and drainage of the upper base course are essential, the results of recently introduced laboratory fatigue tests for permeable concrete were considered. Additionally, fatigue tests were also conducted on concrete and natural stone slabs. The structural response of the superstructure was determined by introducing an finite-element-model that considers bound behaviour in the joints and between the slab-bedding-interface. With the derived fatigue criterions and the structural primary response of the FE Model, the deterioration under traffic load can be evaluated. The main objective of this paper is the development of a design procedure for slab pavements with cement-bound joints and bedding on a pervious concrete base course to deduce suitable standard structures in accordance with Austrian directives.

УТОЧНЕННЯ РОЗРАХУНКОВОГО ЗНАЧЕННЯ МОДУЛЯ ПРУЖНОСТІ АСФАЛЬТОБЕТОНІВ

Introduction. One of the most important characteristics of asphalt concrete that characterizes its properties is the elasticity modulus. The elasticity modulus of asphalt concrete is used in the design of pavement structures to calculate its permissible elastic deflection, under the condition of shear resistance of the working subgrade layer and the layers of non-cohesive materials, as well as bending tensile strength. Problem statement. Today, the calculated value of the elasticity modulus of asphalt concrete is taken in accordance with Handbook No. 2 «Design Characteristics of Asphalt Concrete» [2]. In this Handbook, the calculated value of the elasticity modulus of asphalt concrete is given depending on the bitumen grade, temperature, type of asphalt mixture, and time of load action. Numerical design values of the elasticity modulus of asphalt concrete are provided only for asphalt concrete type B; for other types of asphalt concrete, it is proposed to reduce or increase the design value of the elasticity modulus by the value that depends on the type of asphalt concrete and temperature. Since 2020, a new standard on technical requirements for bitumen has been in force in Ukraine, which brings bitumen grades in line with the European classification [4]. At the same time, in the Handbook No. 2 [2], the calculated value of the elasticity modulus of asphalt concrete is given in accordance with the previous bitumen grades, which necessitates their adjustment.

Predicting Rutting Development Using Machine Learning Methods Based on RIOCHTrack Data

As the main cause of asphalt pavement distress, rutting severely affects pavement safety. Establishing an accurate rutting prediction model is crucial for asphalt pavement maintenance, pavement structure design, and pavement repair. This study explores five machine learning methods, namely Support Vector Regression (SVR), Artificial Neural Network (ANN), Gradient Boosting Decision Tree (GBDT), Random Forest (RF), and Extra Trees, to predict the development of rutting depth using data from RIOHTRack. The model’s performance is measured by comparing the performance evaluation indicators of different models, such as the coefficient of determination, root mean square error, mean absolute error, and mean absolute percentage error. The results demonstrate that integrated learning techniques such as RF, GBDT, and Extra Trees works best with R2 = 0.9761, 0.9833, and 0.9747. Moreover, the GBFT model can capture the trend of the measured rutting progression curve better than the mechanistic-empirical (M-E) model. The analysis of feature importance reveals that, in addition to external factors such as temperature and axle load, the aggregate of the asphalt concrete layer and air void crucially affect rutting. The higher the base strength, the smaller the rutting depth. The proposed model is highly straightforward and serves as an accessible analysis tool for engineers in practice.

A fatigue damage model of asphalt mixture considering tensile and compressive modulus decay

In practical asphalt pavement engineering, asphalt mixture experiences both tensile and compressive stresses, and the stress state plays a pivotal role in determining fatigue performance. This study thoroughly explores the fatigue damage characteristics of asphalt mixture, specifically emphasizing a meticulous analysis of the differences between tensile and compressive moduli. Initially, the compressive and tensile moduli of the asphalt mixture were calculated based on the dual modulus theory. Subsequently, differences in tensile and compressive moduli, along with fatigue performance characteristics, were evaluated through indirect tensile tests. Ultimately, a comprehensive fatigue damage model was proposed to ascertain the critical damage degree of the asphalt mixture, integrating both modulus decay and fatigue damage. The findings reveal that decay rates for the tensile modulus were higher than those observed for the compressive modulus. The tensile damage should be considered more in the design of pavement structures. Upon comparing the critical damage degree determined using the traditional modulus decay model with the comprehensive fatigue damage model, it can be deduced that the latter shows favorable applicability. The compressive fatigue modulus can better characterize the fatigue damage behavior. The model proposed in this study integrates modulus decay and fatigue damage information, offering a more comprehensive depiction of asphalt mixture damage behavior during fatigue processes.

Poisson's ratio testing method and multi-factor influence quantification model of asphalt pavement materials

The current standard in China does not specify the standard test method for determining Poisson's ratio, and the Poisson's ratio used in pavement design is often roughly fixed, which can result in large errors in the calculations and analysis of road structure. In this paper, the research on different test methods for Poisson's ratio is carried out and the non-linear characteristics of tensile and compressive Poisson's ratio on pavement materials under different influencing factors are analyzed. The results indicate that the absolute value of the ratio between transverse rebound strain and longitudinal rebound strain under 50% of the maximum destructive load can objectively characterize the mechanical properties of Poisson's ratio, and it is the optimal measurement method for Poisson's ratio in asphalt pavement materials. The Poisson's ratio of two pavement materials both decreases with the increase of loading rate and gradually tends to a constant value. Cement dosage and temperature are the most significant factors affecting the tensile and compressive Poisson's ratio of cement stabilized crushed stone and asphalt mixture, respectively. Specifically, when cement dosage increases by 1%, the Poisson's ratio of cement stabilized crushed stone decreases by approximately 10%, and the temperature has a significant influence on the difference in tension and compression for Poisson's ratio of asphalt mixture (up to 40%). The asphalt content corresponding to the minimum Poisson's ratio is basically consistent with the optimal asphalt content obtained by the Marshall volume method. Based on these, a quantification value-taking model is established of the tensile and compressive Poisson's ratios of typical asphalt pavement materials varying with multiple factors. The research results can serve as a reference for the scientific value-taking of pavement structural design parameters considering the different mechanical characteristics of materials in tension and compression.

Concrete Pavement Design Analysis Using AASHTOWare Pavement Mechanistic-Empirical Design Software

Local calibration of pavement performance models embedded in the AASHTOWare Pavement Mechanistic-Empirical Design (PMED) software may be needed to implement this design methodology. A recent survey showed that, despite local calibration, several state highway agencies in the U.S. are using the American Association of State Highway Transportation Officials (AASHTO) Guide for Design of Pavement Structures (1993 version) and the PMED software for comparative design of jointed plain concrete pavement (JPCP). This paper describes the recalibration process of the JPCP distress models in the PMED software and comparative designs obtained by the PMED software and 1993 AASHTO design guide. The results show that the calibration/recalibration process depends on the availability of measured performance data. Not all global coefficients must be changed in the calibration/recalibration process. The 1993 AASHTO design guide yielded higher JPCP slab thickness for projects with high truck traffic than the PMED software when no friction is assumed between the slab and a cementitious base. An assumption of full friction will have a discernible effect on the slab thickness obtained from PMED.

Dynamic deformation and meso-structure of coarse-grained saline soil under cyclic loading with freeze-thaw cycles

The cumulative deformation properties of subgrade soil under cyclic traffic loads are critical for optimizing pavement structure design and ensuring long-term highway structural performance. This study aims to investigate the coupling effect of freeze-thaw cycles and cyclic loads on the cumulative deformation behaviors and meso-structure of coarse-grained saline soil (CGSS) subgrade filling in high-cold areas. Dynamic triaxial tests and computed tomography (CT) scanning were conducted to analyze the CGSS under different working conditions. The research focused on the dynamic deformation development and damage evolution under varying freeze-thaw cycles and load amplitudes. The research results show that the cumulative deformation behavior of CGSS under cyclic loading is relatively sensitive to the freeze-thaw process. The cumulative dynamic strain increases as the freeze-thaw cycles, with a critical freeze-thaw cycle number of five. The stable cumulative dynamic strain curve exhibits clear three-stage characteristics when plotted in semi-log coordination, with critical loading cycles at 20 and 1,000. After 10–100 loading cycles, the cumulative strain curve quickly shows failure. The CGSS’s low density and pore regions greatly increase after a freeze-thaw cycle. The rise in dynamic stress amplitude notably affects the bonding between soil particles and crystalline salts. The coupling effect of the freeze-thaw cycle and dynamic activity exacerbates the deterioration of soil structure, resulting in variations in CT values within the scanning layer in the final state.

Study on the permanent deformation of asphalt mixtures based on the modified Burgers model

Based on the confined test results and the viscoelastic constitutive model of asphalt mixtures, a three-dimensional finite element model of an asphalt pavement was established to study the effect of different working conditions on asphalt pavement. With the actual pavement structure response, a comparative analysis was conducted to assess the stress and strain experienced by the asphalt pavement under various working conditions. The results show that the asphalt pavement structure model can reflect the effect of different working conditions on asphalt pavement; the transverse stress and strain of asphalt pavement are most significantly affected by the working conditions during cornering, and the position of the maximum value is concentrated on the outer edge line of the wheel and a distance away from it; however, the longitudinal tensile stress and strain of the asphalt pavement are most significantly impacted by the working conditions of driving and braking, and the position of the maximum value is mainly distributed in the center line of the single wheel. The research results can provide a reference for the design of asphalt pavement structures.

Investigation on shakedown response-behavior of thawed subgrade soils under long-term traffic loading

The shakedown state of the subgrade is crucial for the sustainable design and long-term stability evaluation of pavement structures. In order to characterize the plastic deformation and shakedown behavior of subgrade soil in seasonal frozen regions, cyclic triaxial tests were conducted on the thawed subgrade soil after seven cycles of freeze-thaw. The influences of the numbers of cycle loading, the amplitude of cyclic deviator stress, and the confining stress were considered variables. The evolution features of accumulative plastic strain, accumulative plastic strain rate, and critical dynamic stress were experimentally analyzed. Based on the shakedown theory, the ensuing discoveries were that the accumulative plastic strain response-behavior of thawed subgrade soil was typically divided into plastic shakedown, plastic creep, and incremental collapse under the long-term cyclic loading. Furthermore, the shakedown standard for thawed subgrade soil was also proposed based on the evolution of the accumulative plastic strain rate. The critical dynamic stresses can be obtained by the proposal formula to determine the different plastic deformation ranges.