recalibration of the asphalt layer coefficient dr. david h. timm, p.e. mrs. kendra peters-davis
TRANSCRIPT
![Page 1: Recalibration of the Asphalt Layer Coefficient Dr. David H. Timm, P.E. Mrs. Kendra Peters-Davis](https://reader030.vdocuments.us/reader030/viewer/2022033108/56649c9d5503460f9495c6d5/html5/thumbnails/1.jpg)
Recalibration of the Asphalt Layer Coefficient
Dr. David H. Timm, P.E.
Mrs. Kendra Peters-Davis
![Page 2: Recalibration of the Asphalt Layer Coefficient Dr. David H. Timm, P.E. Mrs. Kendra Peters-Davis](https://reader030.vdocuments.us/reader030/viewer/2022033108/56649c9d5503460f9495c6d5/html5/thumbnails/2.jpg)
Overview
• Current ALDOT pavement design based on AASHO Road Test
• Structural coefficients (ai) are key inputs
– Express relative “strength” of component layers– Used to determine required thicknesses of layers
• Current ALDOT asphalt coefficients were officially set in 1990– No changes since then
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Structural Coefficient in DesignSN3 SN2 SN1
SN1 = a1D1
SN2 = a1D1 + a2D2
SN3 = a1D1 + a2D2 + a3D3 D1 = SN1/a1
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AASHTO Design Equation
07.8log32.2
1
10944.0
5.12.4log
20.01log36.9log
19.5
018
RR M
SN
PSI
SNSZWTraffic
Reliabilit
y
& Variabilit
y
Structure
Structure
Perform
ance
Soil Stre
ngth
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AASHO HMA CoefficientsLoop Layer Coefficient
(a1)Test
SectionsR2
2 0.83 44 0.80
3 0.44 60 0.83
4 0.44 60 0.90
5 0.47 60 0.92
6 0.33 60 0.81
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Current ALDOT Asphalt Coefficients
Pavement Material Structural Coefficient
Hot Mix Asphalt 0.44
Sand Asphalt 0.40
Road Mix (Low Stability) 0.20
Limestone Agg. Base 0.14
Granite Agg. Base 0.12
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Problem Statement• Given new advances in mixture technology
(Superpave, SMA, polymer-modification), there is a need to update the structural coefficient to reflect actual performance in Alabama
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Objectives
1. Quantify sensitivity of design equation
2. Recalibrate equation to match observed performance
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Scope of Work
• Literature Review– Past recalibration efforts
• Sensitivity Analysis– Rank variables from most to least important
• Recalibration using NCAT Test Track performance data– 2003 and 2006 Test Sections
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Past Recalibration Efforts• Many studies, few changes
• Most studies focus on computing a1 from deflection data
• Previous values range from 0.44 to 0.60
• Previous Test Track study found 0.59 using very thick sections from 2000 experiment– Calibrated to deflection not performance
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Sensitivity Analysis
Parameter Range
Layer coefficient (a1) 0.20 – 0.60
Traffic level (W18) 1e6 – 1e9 ESALs
Resilient modulus (MR) 3,000 – 30,000 psi
Reliability (R) 50% – 99%
Change in serviceability (ΔPSI) 1 – 2.5
Variability (So) 0.20 – 0.60
• 3-layer pavement (HMA, aggregate base, soil)
• 5,120 thicknesses calculated
• Determined correlation coefficients between HMA thickness and input parameters
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Results of Sensitivity AnalysisParameter Correlation Coefficient
Layer coefficient (a1) -0.518
Traffic level (W18) 0.483
Resilient modulus (MR) -0.425
Reliability (R) 0.157
Change in serviceability (ΔPSI) -0.141
Variability (So) 0.083
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Recalibration ProcedureActual Traffic
(Loads, Repetitions)Actual Performance
(weekly IRI measurements)
IRIePSI 0041.05 IRIePSI 0041.05
SN
a1
IRIePSI 0041.05
PSIpt
AASHTO DesignEquation
Predicted Traffic
AASHTO ESALEquation
Measured Traffic
Measured Traffic
Predicted Traffic
Uncalibrated
Calibrated
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2003 Test Sections
0
5
10
15
20
25
30
35
40
N1 N2 N3 N4 N5 N6 N7 N8
Test Section
Dep
th, i
n.
Modified HMA (PG 76-22)
Unmodified HMA (PG 67-22)
SMA (PG 76-22)
Unmodified HMA (PG 67-22), Opt +0.5%
Crushed Aggregate Base CourseImproved Roadbed (A-4(0)) Soil
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2006 Test Sections
0.0
2.0
4.0
6.0
8.0
10.0
12.0
14.0
16.0
18.0
20.0
22.0
24.0
N1 N2 N3 N4 N5 N6 N7 N8 N9 N10 S11
As
Bu
ilt T
hick
ness
, in.
PG 67-22 PG 76-22 PG 76-22 (SMA) PG 76-28 (SMA)
PG 76-28 PG 64-22 PG 64-22 (2% Air Voids) PG 70-22
Limerock Base Granite Base Type 5 Base Track Soil Seale Subgrade
Florida(new)
Alabama & FHWA(left in-place)
Oklahoma(new)
FHWA
Missouri(new)
Alabama(new)
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N1 PSI vs Date
0
0.5
1
1.5
2
2.5
3
3.5
4
4.5
5
28-Jun-03 14-Jan-04 01-Aug-04 17-Feb-05 05-Sep-05 24-Mar-06Date
PS
I
LPSIRPSIAvgPSIPt
Pt calibration points
PSI
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N3 PSI vs. Date
0
0.5
1
1.5
2
2.5
3
3.5
4
4.5
5
28-Jun-03 09-Nov-04 24-Mar-06 06-Aug-07 18-Dec-08Date
PS
I
LPSIRPSIAvgPSI
Actual
Modeled
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N1 – Predicted and Measured Traffic
Predicted ESALs Measured ESALs Difference % Error 802,367 2,267,922 1,465,555 65%
1,126,574 2,837,091 1,710,517 60% 1,270,712 2,963,064 1,692,352 57% 1,638,661 3,212,141 1,573,480 49% 2,340,290 4,321,771 1,981,481 46%
a1 = 0.44 (R2 = 0.08)
Predicted ESALs Measured ESALs Difference % Error 1,314,680 2,224,691 910012 41% 2,007,491 2,806,554 799065 28% 2,332,763 2,939,906 607145 21% 3,203,489 3,207,147 3661 0% 4,996,650 4,353,456 643194 15%
a1 = 0.55 (R2 = 0.74)
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a1 Summary
0.50
0.590.56
0.63 0.620.58
0.48
0.59 0.58
0.430.48
0.440.41
0.68
0.54
0.00
0.10
0.20
0.30
0.40
0.50
0.60
0.70
0.80
N1
200
3
N1
200
6
N2
200
3
N2
200
6
N3
200
3-20
06
N4
200
3-20
06
N5
200
6
N6
200
3-20
06
N7
200
3-20
06
N8
200
3
N8
200
6
N9
200
6
N1
0 20
06
S11
20
06
Ave
rag
e
Lay
er C
oef
fici
ent
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UnCalibrated
0.0E+00
5.0E+06
1.0E+07
1.5E+07
2.0E+07
0.0E+00 5.0E+06 1.0E+07 1.5E+07 2.0E+07
Measured ESALs
Pre
dic
ted
ES
AL
s
N1 2003N1 2006N2 2003N2 2006N3 2003-2006N4 2003-2006N5 2006N6 2003-2006N7 2003-2006N8 2003N8 2006N9 2006N10 2006S11 2006
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Calibrated
0.0E+00
5.0E+06
1.0E+07
1.5E+07
2.0E+07
0.0E+00 5.0E+06 1.0E+07 1.5E+07 2.0E+07
Measured ESALs
Pre
dic
ted
ES
AL
s
N1 2003N1 2006N2 2003N2 2006N3 2003-2006N4 2003-2006N5 2006N6 2003-2006N7 2003-2006N8 2003N8 2006N9 2006N10 2006S11 2006
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Effect on Pavement Design
0
2
4
6
8
10
12
14
1,000,000 10,000,000 100,000,000 1,000,000,000
ESALs
HM
A D
epth
(in
)
a1 = 0.44a1 = 0.54
18.5% Thinner
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Minimum Thickness
• Not calibrated for thicknesses < 5”
• Need recommendation for thinner sections
• Lower volume recommendation– If new coefficient (0.54) results in thickness
< 5”, use old coefficient (0.44)• If resulting thickness > 5”; use 5”
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Conclusions• New advances in mix design technology
warrants recalibrating structural coefficient of HMA
• Structural coefficient has greatest impact of all design variables on pavement thickness
• Recalibration using NCAT Test Track data resulted in average a1 = 0.54
– Believed to be conservative estimate
• Using 0.54 instead of 0.44 yields 18.5% reduction in HMA thickness
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Structural Coefficient Status
• ALDOT has implemented new coefficient for rehabilitation/overlay design
• ALDOT will soon implement new coefficient on all new construction