A platform for research: civil engineering, architecture and urbanism
A platform for research: civil engineering, architecture and urbanism
The significance of temperature correction on surface deflections has been recognized by AASHTO. The 1986 AASHTO Guide for Design of Pavement Structures (1993) presents a set of curves for deflection correction and the temperature prediction procedure requiring the use of the average air temperature for the previous five days in predicting pavement depth temperatures. However, various publications bear witness to incorrect temperature correction factors in the Guide (especially at high temperatures) and to inaccurate and impractical temperature prediction procedure. Based upon an urgent need of developing a more realistic temperature correction procedure for the overlay designs in North Carolina, a research project entitled 'Asphalt Paving Material Properties Affected by Temperature' was funded in 1992 (hereinafter called the 92/93 study) by the North Carolina Department of Transportation. As a result of this study, Kim et al. (1995, 1995a) developed empirical models for temperature prediction and temperature correction procedures. These models were simple in form and practical enough to be implemented in routine deflection analyses. However, the deflection and temperature measurements used in developing these models were obtained from pavements located in only central region of North Carolina. This limitated necessitated testing of these models against data from other regions within the state for the statewide implementation, resulting in a follow-up project entitled 'Statewide Calibration of Asphalt Temperature Study from 1992 and 1993.' This report presents the findings from the follow-up statewide survey.
The significance of temperature correction on surface deflections has been recognized by AASHTO. The 1986 AASHTO Guide for Design of Pavement Structures (1993) presents a set of curves for deflection correction and the temperature prediction procedure requiring the use of the average air temperature for the previous five days in predicting pavement depth temperatures. However, various publications bear witness to incorrect temperature correction factors in the Guide (especially at high temperatures) and to inaccurate and impractical temperature prediction procedure. Based upon an urgent need of developing a more realistic temperature correction procedure for the overlay designs in North Carolina, a research project entitled 'Asphalt Paving Material Properties Affected by Temperature' was funded in 1992 (hereinafter called the 92/93 study) by the North Carolina Department of Transportation. As a result of this study, Kim et al. (1995, 1995a) developed empirical models for temperature prediction and temperature correction procedures. These models were simple in form and practical enough to be implemented in routine deflection analyses. However, the deflection and temperature measurements used in developing these models were obtained from pavements located in only central region of North Carolina. This limitated necessitated testing of these models against data from other regions within the state for the statewide implementation, resulting in a follow-up project entitled 'Statewide Calibration of Asphalt Temperature Study from 1992 and 1993.' This report presents the findings from the follow-up statewide survey.
Statewide Calibration of Asphalt Temperature Study from 1992 and 1993. Volume 1
1997
186 pages
Report
No indication
English
Contents volume 21 (1992/1993)
Elsevier | 1993
The Canadian Asphalt Mix Exchange Program 1992-1993 Summary
| British Library Conference Proceedings | 1993
Elsevier | 1993
Contents Volume 33 (1992, 1993)
Elsevier | 1993