Details:

Alternative Title:
Determination of mechanical properties used in WAY-30 test pavements
Creators:
Kim, Sang-Soo; Sargand, Shad; Masada, Teruhisa; Hernandez, Jaime;
Kim, Sang-Soo; Sargand, Shad; Masada, Teruhisa; Hernandez, Jaime; Less -
Corporate Creators:
Ohio Research Institute for Transportation and the Environment;
Corporate Contributors:
Ohio. Dept. of Transportation. Office of Research and Development; United States. Federal Highway Administration;
Ohio. Dept. of Transportation. Office of Research and Development; United States. Federal Highway Administration; Less -
Subject/TRT Terms:
[+]
Pavements, Asphalt Concrete--Testing
Pavements, Concrete--Testing
Asphalt
Asphalt Concrete Pavements
Concrete Pavements
Mechanical Properties
Perpetual Pavements
Portland Cement Concrete

Publication/ Report Number:
FHWA/OH-2010/9;
Resource Type:
Tech Report;
Geographical Coverage:
Ohio;
OCLC Number:
676688806
Edition:
Technical report.
Corporate Publisher:
Ohio Research Institute for Transportation and the Environment;
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.
Format:
PDF;
Funding:
437046;
Collection(s):
US Transportation Collection
Main Document Checksum:
[+]
urn:sha256:fbf616dede14e7bfda6beacd7ed2daa0065ec42ee2e9ba9aa081036edb098be6
File Type:

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