Evaluation of various hot mix asphalt pavement thicknesses over rubblized concrete pavement.

Details

• Creators:
  Battaglia, Irene K.
• Corporate Creators:
  Wisconsin. Dept. of Transportation. Division of Transportation System Development. Materials Management Section. Foundation and Pavements Engineering Unit
• Subject/TRT Terms:
  • Hot mix asphalt
  • Concrete pavements
  • Pavements, Asphalt concrete--Testing--Performance
  • Pavements, Concrete--Testing--Performance
• Publication/ Report Number:
  FEP-07-10
• Resource Type:
  Tech Report
• Geographical Coverage:
  Wisconsin
• Edition:
  Final report; 1999-2010.
• Corporate Publisher:
  Wisconsin. Dept. of Transportation. Bureau of Technical Services
• Abstract:
  In 1999, the Wisconsin DOT constructed two test sections as part of a rubblized PCC pavement project on I-39 to evaluate whether ; increased HMA thickness could extend the pavement system's service life. Design thicknesses of the control and test sections 1 and ; 2 were 6.75, 8.5 and 10.25 inches, respectively. The actual paved thicknesses were 7.3, 8.4 and 9.8 inches, respectively. The project ; included installation of edge drains after the completion of rubblization. ; FWD testing showed that the thicker pavement sections had lower strain at the bottom of the HMA layer under a 9.5-kip test load. ; On average, a 1.0-in increase in HMA thickness resulted in a 3x10 -6 strain reduction. The highest strain that occurred at the 9.5-kip ; load level, calculated in the control section with a pavement temperature of 71°F, was 56x10-6. This strain level is lower than the ; commonly accepted endurance limit range of 70x 10-6 to 100x10-6, indicating that even the thinnest pavement section would provide ; adequate fatigue protection. Automated and visual performance surveys showed that a greater level of distress (transverse cracking) ; was present in the control section after 11 years in service indicating that the thicker pavement sections delayed distress formation. ; A series of LCCAs showed that an unrealistic extension of service life would be required for additional HMA thickness to be cost-effective. Although distress formation was delayed and a small strain reduction resulted from increased HMA thickness in the test ; sections, these relatively small gains do not justify the increase in construction and material costs. The study results suggest that ; additional HMA thickness is not necessary for long-term performance and is likely not a cost -effective method of extending a ; rubblized pavement system's service life.
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• Format:
  PDF
• Download URL:
  https://rosap.ntl.bts.gov/view/dot/22502/dot_22502_DS1.pdf
• File Type:
  [PDF - 1.85 MB]
• Collection(s):
  US Transportation Collection
• Main Document Checksum:
  urn:sha-512:0ef614da80b78ea24194c09c3d980a3b38ae2cdea7e4e1ea667d55940453ef7fbed9aa58fcf94637f30edc01a30fb78232c7caa8a174d65e5226fd3226d9da11