Effect of Michigan multi-axle trucks on pavement distress and profile: volume 3.
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Effect of Michigan multi-axle trucks on pavement distress and profile: volume 3.

  • 2009-02-01

Filetype[PDF-3.67 MB]


  • English

  • Details:

    • Alternative Title:
      Volume 3, Rigid pavements
    • Publication/ Report Number:
    • Resource Type:
    • Geographical Coverage:
    • OCLC Number:
      676690603
    • Edition:
      Final report.
    • NTL Classification:
      NTL-HIGHWAY/ROAD TRANSPORTATION-Pavement Management and Performance ; NTL-FREIGHT-Trucking Industry ;
    • Abstract:
      With the adoption of the new mechanistic-empirical pavement design method and the employment of axle load spectra, the question of evaluating the pavement damage resulting from different axle and truck configurations has become more relevant. In particular, the state of Michigan is unique in permitting several heavy truck axle configurations that are composed of up to 11 axles, sometimes with as many as 8 axles within one axle group. Thus, there is a need to identify the relative pavement damage resulting from these multiple axle trucks. The study looked at both flexible and rigid pavement systems, and comprised of three main components: (1) inservice pavement performance data; (2) laboratory testing under multiple axles, and (3) mechanistic-empirical analyses. The results from in-service pavement performance data indicated that multiple axle groups appear to cause less damage in fatigue per load carried for both pavement types, whereas they cause more damage in rutting of flexible pavements and roughness for rigid pavements. Laboratory testing of asphalt concrete confirmed that multiple axles cause less fatigue damage per load carried, and that rutting is nearly proportional to the number of axles within an axle group. Results from flexural concrete beam fatigue testing showed significant variability; multiple linear regression analysis (independent variables: stress ratio, stress impulse and initial modulus of elasticity) indicated, on average, similar findings to asphalt concrete fatigue for a given stress ratio; however, mechanistic analysis showed that multiple axles cause considerable stress reduction leading to significantly lower fatigue damage. The mechanistic analysis also showed that multiple axles cause more faulting in rigid pavements. Mechanistic analyses of flexible pavements confirmed that multiple axles cause less fatigue damage per load carried, and rutting damage that is nearly proportional to the number of axles within an axle group. However, the mechanistic-empirical results suggest that the AASHTO Load Equivalency Factors (LEF) for large axle groups may be unconservative. Finally, Full scale slab testing to study joint/crack deterioration in plain concrete pavements was inconclusive.
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