long life pavement fundamentals · long life pavement fundamentals dr. david timm, pe bismarck, nd...
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![Page 1: Long Life Pavement Fundamentals · Long Life Pavement Fundamentals Dr. David Timm, PE Bismarck, ND - April 10-11-2018 North Dakota Asphalt Conference](https://reader030.vdocuments.us/reader030/viewer/2022041019/5ecda42dfa273518ec472779/html5/thumbnails/1.jpg)
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Long Life Pavement Fundamentals
Dr. David Timm, PE
Bismarck, ND - April 10-11-2018
North Dakota Asphalt Conference
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Global Roadway Infrastructure• Nearly 40 million miles of roads on Earth (2013)
• Enough roads to circle Earth 1,600 times
https://www.google.com/url?sa=i&rct=j&q=&esrc=s&source=images&cd=&ved=0ahUKEwiOmdmw3PbQAhUDVyYKHbNADMsQjRwIBw&url=http%3A%2F%2Fwww.telegraph.co.uk%2Fnews%2Fscience%2Fpicture-galleries%2F8838796%2FSatellite-images-of-Earth-show-roads-air-traffic-cities-at-night-and-internet-cables.html%3Fimage%3D10&bvm=bv.141536425,d.eWE&psig=AFQjCNE7rZhGP-7foDHDKcY2V66xH19SGw&ust=1481909260361755
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Global Roadway Mileage – Top 5 Countries
(https://www.cia.gov/library/publications/the-world-factbook/fields/2085.html)
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U.S. Roadway Infrastructure• 2,674,821 miles paved
• 1,417,901 miles unpaved
http://www.fhwa.dot.gov/policy/otps/bottlenecks/images/fig28.gif
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http://asphaltmagazine.com/wp-content/uploads/2016/11/pavedroad_infographic.pdf
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U.S. Road Report Card (2013)
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Dakota Report Cards (2013)
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Road Construction Economics• Estimates according to ARTBA
• Construct new 2-lane undivided road • $2-$3 million per mile in rural areas
• $3-$5 million in urban areas
• Construct a new 4-lane highway • $4-$6 million per mile in rural and suburban areas
• $8-$10 million per mile in urban areas
• Construct a new 6-lane Interstate highway • $7 million per mile in rural areas
• $11 million or more per mile in urban areas
• Expand an Interstate Highway from 4 lanes to 6 lanes – about $4 million per mile
• Mill and resurface a 4-lane road – about $1.25 million per mile
http://www.artba.org/about/transportation-faqs/
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Evolution of Pavement Thickness Design
Pre 1950’sExperience
1960’sDevelopment of
Empirical Methods
1980’sInitial
Mechanistic-EmpiricalMethods
1990’sNCRHP 1-37AM-E Design
2000’sImplementationof M-E Methods
http://www.pcgerms.com/wp-content/uploads/2012/08/Evolution-of-technology-e1344530962564.jpg
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Flexible Pavement Design in the U.S. - State of the PracticePierce and McGovern, 2013
NCHRP Project 20-05, Topic 44-06
281117
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AASHTO Empirical Flexible Pavement Design Method
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Empirical Method Based on AASHO Road Test
HRB, 1962
HRB, 1962
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HRB, 1962
HRB, 1962
Specific Traffic and Climate
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Flexible Pavement Design Curves
HRB, 1962
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Mechanistic-Empirical Pavement Design H1
H2
H3
H4
H5
E1
E2
E3
E4
E5
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AASHTO M-E Design Software
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Major Limitations of M-E Design• Pavement performance prediction
• Evaluation
• Calibration
• Verification
• Pavements are still designed to fail
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Long-Life (Perpetual) Pavements
• 35+ Year Service
• Minimal Improvements
• No deep distress• Problems only at surface
http://www.asphaltmagazine.com/dotAsset/4af55c62-42dd-4bbe-a6cc-8f647455eb22.jpg
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Perpetual Pavements Avoid Deep Structural Problems
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Perpetual Pavement Cross-Section
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Mechanistic-Empirical Perpetual Pavement Design
No Damage AccumulationLog N
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Threshold
Strain
D1
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Contact Area
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D2
D3
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E1
E2
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What is the endurance limit for asphalt concrete?• 1972 – Monismith estimates about 70 me
• 2001 – I-710 designed at 70 me
• 2002 – 70 me used by APA
• 2007 – NCHRP 9-38 Lab Study• 100 me for unmodified binders
• 250 me for modified binders
• Lab conditions more severe than field
• 2007 – MEPDG uses 100 to 250 me
• 2008 – Measurements at NCAT Test Track show higher strains
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Measured Strains & Endurance Limit
Lab-measured endurance limit
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Strain Distributions NCAT Test Track
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
0 200 400 600 800 1000 1200
Microstrain
Perc
en
tile
N1 2003
N2 2003
N3 2003
N4 2003
N5 2003
N6 2003
N7 2003
N1 2006
N2 2006
N3 2006
N4 2006
N8 2006
N9 2006
N10 2006
S11 2006
S13 2000
FatigueNo Fatigue
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Further Evaluation of Criteria –Perpetual Pavement Award Winners
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Perpetual Pavement Metrics
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Further Evaluation Results – Fatigue Cracking
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Further Valuation Results – Rutting
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Example Designs with New Criteria
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Design Comparison – M-E vs PerpetualMinneapolis – 6” 30 ksi Agg Base – 5 ksi Soil
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Need for Distribution-Based Design• Pavements experience wide range of loading and
environmental conditions• Results in wide range of strain responses
• Traditional M-E design uses transfer functions and Miner’s Hypothesis to sum damage over time
• Fatigue transfer functions difficult to develop and may not provide sufficient accuracy
• Transfer functions not needed with perpetual pavement design
• Designing with a strain distribution will limit fatigue cracking and avoid transfer functions
• Also arrive at reasonable perpetual (maximum) pavement thicknesses
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Long-Life Pavement Design Software
http://www.eng.auburn.edu/users/timmdav/Software.html
Software Available @
https://goo.gl/r1yiwQ
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Cold Central Plant Recycled Perpetual Pavements• RAP usage common
• 81.8 million tons used in 2016
• Majority used as HMA or WMA
• Opportunity to use RAP with cold recycling techniques• Fewer virgin materials
• Less fuel consumption
• Fewer emissions
• Faster construction time
• Cold RAP usage in 2016 = 0.2 million tons
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Cold Central Plant RecyclingMilling
Fractionation
CCPR Mixing (RAP+recycling agents)
Conventional Paving
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Virginia DOT CCPR Experience
•2011: I-81• CIR, FDR & CCPR• 6000 trucks/day
•2012: NCAT Test Track• CCPR and Stabilized Base Sections• 10 million ESALs/test cycle
•2016: I-64• CCPR and Stabilized Base
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VDOT Sections at the NCAT Test Track
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VDOT Test Sections
S12-4”AC SBN3-6”AC N4-4”AC
CCPR-100% RAP with 2% Foamed 67-22 and 1% Type II Cement
6” Crushed granite aggregate base and 2”
subgrade stabilized in-place with 4% Type II cement
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Cracking Performance after 20 Million ESALs
S12-4”AC SB
N3-6”AC N4-4”AC
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Rutting Performance After 20 Million ESALs
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Ride Quality after 20 Million ESALs
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In-Place AC Modulus @ 68F
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Tensile Strain @ 68F
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Perpetual Pavement Analysis
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Additional Perpetual Analysis
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Stabilized Base? Use Caution!
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VDOT Implementation
• I-64 Williamsburg, VA
•7.08 miles
•200,000 tons of RAP
•$10,000,000 savings
$88/yd2 $42/yd2
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Future Challenges
http://www.vaasphalt.org/wp-content/uploads/2012/07/SMA-Staunton-300x225.jpg
http://www.fhwa.dot.gov/pavement/recycling/rap/images/rap04.jpg
http://www.hgmeigs.com/images/evotherm_temp.jpg
http://www.roofingshinglerecycling.com/wp-content/uploads/2012/10/Recycling-asphalt-roofing-shingle.png
http://www.calrecycle.ca.gov/Tires/BizAssist/images/CrumbRubber.jpg http://www.dot.ca.gov/hq/maint/Pavement/images/cold-foam-in-plc-recycl.jpg
SMA
RAS
RAP
WMA
GTR
CIR
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U.S. Asphalt Concrete Industry
WMA RAS RAP
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Concluding Remarks• Pavement thickness design in transition
• From empirical to mechanistic-empirical
• M-E design much more robust• Better traffic/climate/materials/performance characterization
• Capable of adapting to new conditions
• Perpetual pavements are key to sustainable future• Incorporation of sustainable materials is critical
• Innovative materials can achieve long-life
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