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:
[+]
Pavements, Asphalt Concrete--Testing--Performance
Pavements, Concrete--Testing--Performance
Concrete Pavements
Hot Mix Paving Mixtures

Publication/ Report Number:
FEP-07-10
Resource Type:
Tech Report
Geographical Coverage:
Wisconsin
OCLC Number:
747104764
Edition:
Final report; 1999-2010.
Corporate Publisher:
Wisconsin. Dept. of Transportation. Bureau of Technical Services
NTL Classification:
NTL-HIGHWAY/ROAD TRANSPORTATION-Materials ; NTL-HIGHWAY/ROAD TRANSPORTATION-Pavement Management and Performance ;
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.


Format:
PDF
Collection(s):
US Transportation Collection
Main Document Checksum:
[+]
urn:sha256:34b5d42fc7850bc0113d03dd915237f256dc0e1c9ff61faa5c8090532cb04867
File Type:

Supporting Files

• No Additional Files

More +