Implementation of mechanistic pavement design : field and laboratory implementation.

Details

• Creators:
  Maher, Ali ; Gucunski, Nenad ; Bennert, Thomas
• Corporate Creators:
  Rutgers University. Center for Advanced Infrastructure and Transportation
• Corporate Contributors:
  United States. Department of Transportation. Research and Innovative Technology Administration ; United States. Federal Highway Administration
• Subject/TRT Terms:
  Asphalt Pavements Field Tests Implementation Laboratory Tests Mechanistic Design Pavement Design Pavements, Asphalt--Design And Construction Pavements--Design And Construction Road Construction
• Publication/ Report Number:
  ELF-RU7072
• Resource Type:
  Tech Report
• Geographical Coverage:
  New Jersey
• Edition:
  Final report; Jan. 2002-Dec. 2005.
• Corporate Publisher:
  Rutgers University. Center for Advanced Infrastructure and Transportation
• Abstract:
  One of the most important parameters needed for 2002 Mechanistic Pavement Design Guide is the dynamic modulus (E*).
  
  The dynamic modulus (E*) describes the relationship between stress and strain for a linear viscoelastic material. The E* is the
  
  prime material parameter used for calculating both rutting and fatigue cracking in hot mix asphalt. The parameter is
  
  traditionally measured in the laboratory under an axial compressive type testing condition. Under the recommendations of the
  
  2002 Mechanistic Design Guide, this is the preferred method for reconstruction or new construction. However, if a
  
  rehabilitation is to be conducted, the 2002 Mechanistic Design Guide prefers the use of the Falling Weight Deflectometer
  
  (FWD) because of its capability of determining the E* parameter in-situ and in a non-destructive way. Unfortunately, this is not
  
  100% true since most PMS procedures require that cores of the pavement be taken so accurate layer thickness’ can be
  
  determined for back-calculation purposes. If FWD testing is not available, then the 2002 Mechanistic Design Guide
  
  recommends using the laboratory testing of cores from the pavement.
  
  Research showed that shear modulus testing (G*) from the Superpave Shear Tester provides modulus values from readily
  
  attained cores. The 50 mm samples required by the SST can easily be cut from 6 inch diameter cores. However, as indicated,
  
  the G* values obtained can not be directly used in the 2002 Mechanistic Pavement Design Guide without using an assumed
  
  Poisson’s Ratio and elastic theory concepts that relate G* to E* (Dynamic Modulus). Intact cores can be taken and trimmed to
  
  provide dynamic modulus test specimens, as long as the asphalt pavement thickness is greater than 6 inches thick. A Master
  
  Stiffness Curve can then be developed using the E* data determined at various test temperatures and loading frequencies and
  
  shifted to the in-situ asphalt pavement temperature. In all test sections evaluated in the study, the Falling Weight
  
  Deflectometer (FWD) back-calculated asphalt modulus showed excellent correlation the corresponding Master Stiffness Curve,
  
  when it was assumed that the loading frequency of the FWD is 16.7 hertz. This illustrates that if field testing is not available,
  
  cores can be taken and tested using the dynamic modulus testing protocol to provide reasonable estimates of the asphalt
  
  modulus. And, although further validation is required, the generated Master Stiffness Curve should provide a reasonable
  
  estimate of the seasonal variation in asphalt modulus, which would required the FWD to test the identical location at least once
  
  every month of a full year.
  
  
• Format:
  PDF
• Collection(s):
  US Transportation Collection
• Main Document Checksum:
  urn:sha256:f79a78a5579730cb6cdf8114b25691de6a30dbba50cef37b0853b9e2a7c201cc
• Download URL:
  https://rosap.ntl.bts.gov/view/dot/18367/dot_18367_DS1.pdf
• File Type:
  [PDF - 569.13 KB ]