Determination of mechanical properties of materials used in WAY-30 test pavements.
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Determination of mechanical properties of materials used in WAY-30 test pavements.

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  • Details:

    • Alternative Title:
      Determination of mechanical properties used in WAY-30 test pavements
    • Publication/ Report Number:
    • Resource Type:
    • Geographical Coverage:
    • OCLC Number:
      676688806
    • Edition:
      Technical report.
    • NTL Classification:
      NTL-HIGHWAY/ROAD TRANSPORTATION-Materials
    • Abstract:
      The US Route 30 bypass of Wooster, Ohio, in Wayne County, “WAY-30”, was constructed to demonstrate two types of

      extended service pavements, a long-life Portland cement concrete (PCC) pavement on the eastbound lanes and an asphalt

      concrete (AC) perpetual pavement on the westbound lanes. Both pavements are designed to provide 50 years or more of

      service with minimal maintenance (e.g. resurfacing). The PCC pavement structure features a thick and extra-wide slab on an

      asphalt treated base, while the AC pavement structure features a Superpave surface and a Fatigue Resistant Layer (FRL).

      Report FHWA/OH-2008/7 discusses the instrumentation and studies of the response of the pavement under loads. For this

      study, samples of all pavement materials, including soils, granular subbase material, PCC mixes, and AC mixes were tested

      in the laboratory to determine material parameters. Four asphalt mixes were selected to provide a rut and fatigue resistant

      pavement structure, while two mixes of the PCC were used in different sections of the road. The subgrade material was

      ODOT type A-4a (AASHTO A-4). The granular subbase material was A-1a with high permeability (1.001 cm/s or 2,838

      ft/day). PCC tests included: unit weight, modulus of rupture, static modulus of elasticity, Poisson’s ratio, splitting tensile

      strength, compressive strength, maturity, and thermal coefficient of linear expansion. AC test results indicated that the

      creation of asphalt-rich bottom by adding additional asphalt binder did work to increase the fatigue resistance by orders of

      magnitude. At 70 με, the expected fatigue endurance limit and the designed strain level for the structure, regular 302 mix

      showed 20,000 cycles to failure while asphalt-rich 302 mix (Fatigue Resistant Layer) is estimated to have 20 million cycles to

      failure. For average climatic and traffic conditions (25°C or 77°F; 10 Hz or 0.1 sec loading time), the overall dynamic moduli

      and the resilient moduli of asphalt mixes were higher than the values used in the development of the asphalt perpetual

      pavement structure. This will reduce the maximum strain at the bottom of FRL significantly than the designed 70 με. The

      rutting test results from asphalt pavement analyzer test and flow numbers obtained from the repeated load test indicated that

      all asphalt mixes were rut-resistant. TSRST cracking temperatures of asphalt mixes were lower than the expected pavement

      temperatures for the project site determined by LTPPBind software, suggesting the possibility of the low temperature thermal

      cracking would be very small.

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