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Evaluation of Various Hot Mix Asphalt Pavement Thicknesses over Rubblized Concrete Pavement
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(sup -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 degrees F, was 56x10(sup -6). This strain level is lower than the commonly accepted endurance limit range of 70x 10(sup -6) to 100x10(sup -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.
Evaluation of Various Hot Mix Asphalt Pavement Thicknesses over Rubblized Concrete Pavement
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(sup -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 degrees F, was 56x10(sup -6). This strain level is lower than the commonly accepted endurance limit range of 70x 10(sup -6) to 100x10(sup -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.
Evaluation of Various Hot Mix Asphalt Pavement Thicknesses over Rubblized Concrete Pavement
I. K. Battaglia (author) / B. Paye (author)
2010
47 pages
Report
No indication
English
Construction Equipment, Materials, & Supplies , Highway Engineering , Pavement thicknesses , Asphalt pavements , Strain measurement , Wisconsin , Literature reviews , Figures , Recommendations , Highway construction , Performance tests , Rubberized concrete pavements , Concrete pavement rubblization , Hot mix asphalt , Pavement performance analysis , Pavement material data analysis
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