United States Department of Transportation
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Abstract:It is well known that during construction of any highway pavement, variations in layer material quality, environmental influences, homogeneity, and variations in construction technique all lead to nonuniform spatial variations in the layer material properties/layer thicknesses comprising the pavement structure. As vehicle loads are applied to the pavement, the spatial variations result in the development of nonuniform spatial distributions of stress, strain, and deformation within the pavement, in turn causing nonuniform distributions of defects in the pavement. (External influences arising after construction such as the infiltration of water, drying out and freeze thaw cycles will also contribute to such nonuniform spatial distribution of defects.) The nonuniform distribution of defects eventually manifest into visible differences in pavement distress, e.g., variations in area cracked, and variations in permanent deformation along the wheel track called rutting. It is an important aspect of the Dynamic Interaction Vehicle - INfrastructure Experiment (DIVINE) program to attempt to distinguish between the development of pavement distress resulting from initial variations in material properties/layer thicknesses and from variations in the dynamic wheel forces imposed to the pavement due to tire-suspension dynamics. The analyses presented in this report were conducted to determine if such differences in the level of these two phenomena are detectable. In the analyses initial structural variability of the Canterbury Accelerated Pavement Testing Indoor Facility at University of Canterbury, New Zealand (CAPTIF) pavement is investigated in terms of two known measured variables, thickness and falling weight deflectometer (FWD) center deflection. The study revealed that pavement structural variability indeed influences pavement performance, such as pavement rutting and cracking; the pavement structural variability must be taken into consideration when investigating the effect of heavy vehicle induced dynamic load on pavement performance. The study also showed that steel suspension usually generates higher dynamic wheel force and causes more pavement damage than air suspension; and exponential relationships exist between pavement performance, wheel force and pavement initial condition.
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