Advances in Materials and Pavement Performance Prediction, 2018
This paper was made possible by the NPRP grant (NPRP 7-110-2-056) from the Qatar National Researc... more This paper was made possible by the NPRP grant (NPRP 7-110-2-056) from the Qatar National Research Fund (a member of Qatar Foundation). The statements made herein are solely the responsibility of the authors.
7 Recycled asphalt pavement (RAP) is now being widely used in the construction of new 8 and rehab... more 7 Recycled asphalt pavement (RAP) is now being widely used in the construction of new 8 and rehabilitated pavements. In this study, a flexi bl pavement section was designed using the 9 AASHTOWare Pavement ME Design software with recycle d HMA mixes containing varying 10 percentages of RAP from different sources. Extensiv e laboratory tests have been done to 11 characterize HMA mixtures with recycled asphalt mat eri ls. The rheological and mechanical 12 properties of these mixes were used as input parame ters in the ME design software to predict 13 long-term performance. Both level 3 traffic inputs (Pavement ME default) and level 2 traffic 14 inputs developed rural arterials was used in the de sign analysis. Results show that the required 15 HMA thickness increases with inclusion of higher pe centages of RAP. In addition, ME design 16 software predicted significant increase in top-down fatigue cracking for pavements with 40% 17 RAP in the mix compared to pavements with 20% RAP. 18
The Kansas Department of Transportation's (KDOT) Kansas Transportation Research and New-Developme... more The Kansas Department of Transportation's (KDOT) Kansas Transportation Research and New-Developments (K-TRAN) Research Program funded this research project. It is an ongoing, cooperative and comprehensive research program addressing transportation needs of the state of Kansas utilizing academic and research resources from KDOT, Kansas State University and the University of Kansas. Transportation professionals in KDOT and the universities jointly develop the projects included in the research program.
Recycled asphalt pavement (RAP) and recycled asphalt shingles (RAS) are now being widely used in ... more Recycled asphalt pavement (RAP) and recycled asphalt shingles (RAS) are now being widely used in the construction of new and rehabilitated pavements. The mechanical and rheological properties of hot-mix asphalt (HMA) containing RAP and RAS have been the topic of extensive research lately. In this study, flexible pavement sections incorporating virgin HMA mix and six other HMA mixes with varying percentages of RAP and RAS have been designed using the AASHTOWare Pavement ME Design software. Three different pavement structure types and both level 3 traffic inputs (Pavement ME default) and level 2 traffic inputs developed for Kansas rural arterials were used in the design analysis. The required pavement thickness for the virgin mix was found to be less than that required for HMA mixes with RAP and RAS. Pavement ME design software predicted significant top-down fatigue cracking for some mixtures with RAP and RAS. The predicted rut depths for mixes with RAP and RAS seemed to vary with RAS...
The use of economical and environment-friendly recycled asphalt materials has become increasingly... more The use of economical and environment-friendly recycled asphalt materials has become increasingly popular for asphalt pavement construction. In general, reclaimed asphalt pavement (RAP) and recycled asphalt shingles (RAS) are used in hot-mix asphalt (HMA). However, as higher amounts of RAP/RAS material are being promoted, the potential for premature pavement distresses, especially cracking, is increasing. Durable Recycled Superpave Mixes in Kansas
Transportation Research Record: Journal of the Transportation Research Board, 2019
Many highway agencies are transitioning from the 1993 AASHTO pavement design guide to the AASHTOW... more Many highway agencies are transitioning from the 1993 AASHTO pavement design guide to the AASHTOWare Pavement ME Design (PMED). Pavement performance models embedded in the PMED software need to be calibrated for new and reconstructed hot-mix asphalt (HMA) pavements. Twenty-seven newly constructed HMA pavements were used to calibrate the prediction models—twenty-one for calibration and six for validation. Local calibration for permanent deformation, top-down fatigue cracking, and the International Roughness Index (IRI) models was done using the traditional split-sample method. Comparison with the results from the 1993 AASHTO design guide for ten new HMA pavement sections with varying traffic levels was done. The results show that the thicknesses obtained from locally calibrated PMED are within 1 inch of the AASHTO 1993 design guide prediction for low to medium-low traffic. For sections with high traffic level, the 1993 AASHTO design guide yielded higher thickness than PMED. The PMED ...
Journal of Transportation Engineering, Part B: Pavements, 2019
AbstractThis study was undertaken to locally calibrate and implement the models for a mechanistic... more AbstractThis study was undertaken to locally calibrate and implement the models for a mechanistic-empirical design guide (MEPDG) for jointed plain concrete pavement (JPCP) sections. Twenty-two newl...
Perpetual pavements use multiple, durable asphalt layers to produce a safe, smooth, longlasting r... more Perpetual pavements use multiple, durable asphalt layers to produce a safe, smooth, longlasting road. The pavement design begins with a strong, yet flexible bottom layer that resists tensile strain caused by traffic, and thus stops cracks from forming at the bottom of the pavement. Four perpetual pavement sections were designed and constructed in 2005 and currently are scheduled for rehabilitation for top-down surface cracking. These cracks have been confirmed by full-depth cores. This study revisited the design of these perpetual pavement sections using now available PerRoad and AASHTOWare Pavement ME Design software to investigate whether the design assumptions were correct. Fatigue lives of these sections were also evaluated based on bottom-up cracking. Layer moduli were backcalculated from the falling weight deflectometer (FWD) deflection data using the EVERCALC software. Tensile strains at the bottom of the asphalt layer were then computed. Results showed that predicted strain values derived from the mechanistic response models were lower than the tensile strains computed using moduli from the FWD deflection data. The required asphalt thickness from PerRoad was relatively higher than the asphalt thickness obtained from the AASHTOWare Pavement ME Design software over a 50-year design period. The study identified the most successful perpetual pavement design as the one with a rich bituminous mix in the base layer.
Advances in Materials and Pavement Performance Prediction, 2018
This paper was made possible by the NPRP grant (NPRP 7-110-2-056) from the Qatar National Researc... more This paper was made possible by the NPRP grant (NPRP 7-110-2-056) from the Qatar National Research Fund (a member of Qatar Foundation). The statements made herein are solely the responsibility of the authors.
7 Recycled asphalt pavement (RAP) is now being widely used in the construction of new 8 and rehab... more 7 Recycled asphalt pavement (RAP) is now being widely used in the construction of new 8 and rehabilitated pavements. In this study, a flexi bl pavement section was designed using the 9 AASHTOWare Pavement ME Design software with recycle d HMA mixes containing varying 10 percentages of RAP from different sources. Extensiv e laboratory tests have been done to 11 characterize HMA mixtures with recycled asphalt mat eri ls. The rheological and mechanical 12 properties of these mixes were used as input parame ters in the ME design software to predict 13 long-term performance. Both level 3 traffic inputs (Pavement ME default) and level 2 traffic 14 inputs developed rural arterials was used in the de sign analysis. Results show that the required 15 HMA thickness increases with inclusion of higher pe centages of RAP. In addition, ME design 16 software predicted significant increase in top-down fatigue cracking for pavements with 40% 17 RAP in the mix compared to pavements with 20% RAP. 18
The Kansas Department of Transportation's (KDOT) Kansas Transportation Research and New-Developme... more The Kansas Department of Transportation's (KDOT) Kansas Transportation Research and New-Developments (K-TRAN) Research Program funded this research project. It is an ongoing, cooperative and comprehensive research program addressing transportation needs of the state of Kansas utilizing academic and research resources from KDOT, Kansas State University and the University of Kansas. Transportation professionals in KDOT and the universities jointly develop the projects included in the research program.
Recycled asphalt pavement (RAP) and recycled asphalt shingles (RAS) are now being widely used in ... more Recycled asphalt pavement (RAP) and recycled asphalt shingles (RAS) are now being widely used in the construction of new and rehabilitated pavements. The mechanical and rheological properties of hot-mix asphalt (HMA) containing RAP and RAS have been the topic of extensive research lately. In this study, flexible pavement sections incorporating virgin HMA mix and six other HMA mixes with varying percentages of RAP and RAS have been designed using the AASHTOWare Pavement ME Design software. Three different pavement structure types and both level 3 traffic inputs (Pavement ME default) and level 2 traffic inputs developed for Kansas rural arterials were used in the design analysis. The required pavement thickness for the virgin mix was found to be less than that required for HMA mixes with RAP and RAS. Pavement ME design software predicted significant top-down fatigue cracking for some mixtures with RAP and RAS. The predicted rut depths for mixes with RAP and RAS seemed to vary with RAS...
The use of economical and environment-friendly recycled asphalt materials has become increasingly... more The use of economical and environment-friendly recycled asphalt materials has become increasingly popular for asphalt pavement construction. In general, reclaimed asphalt pavement (RAP) and recycled asphalt shingles (RAS) are used in hot-mix asphalt (HMA). However, as higher amounts of RAP/RAS material are being promoted, the potential for premature pavement distresses, especially cracking, is increasing. Durable Recycled Superpave Mixes in Kansas
Transportation Research Record: Journal of the Transportation Research Board, 2019
Many highway agencies are transitioning from the 1993 AASHTO pavement design guide to the AASHTOW... more Many highway agencies are transitioning from the 1993 AASHTO pavement design guide to the AASHTOWare Pavement ME Design (PMED). Pavement performance models embedded in the PMED software need to be calibrated for new and reconstructed hot-mix asphalt (HMA) pavements. Twenty-seven newly constructed HMA pavements were used to calibrate the prediction models—twenty-one for calibration and six for validation. Local calibration for permanent deformation, top-down fatigue cracking, and the International Roughness Index (IRI) models was done using the traditional split-sample method. Comparison with the results from the 1993 AASHTO design guide for ten new HMA pavement sections with varying traffic levels was done. The results show that the thicknesses obtained from locally calibrated PMED are within 1 inch of the AASHTO 1993 design guide prediction for low to medium-low traffic. For sections with high traffic level, the 1993 AASHTO design guide yielded higher thickness than PMED. The PMED ...
Journal of Transportation Engineering, Part B: Pavements, 2019
AbstractThis study was undertaken to locally calibrate and implement the models for a mechanistic... more AbstractThis study was undertaken to locally calibrate and implement the models for a mechanistic-empirical design guide (MEPDG) for jointed plain concrete pavement (JPCP) sections. Twenty-two newl...
Perpetual pavements use multiple, durable asphalt layers to produce a safe, smooth, longlasting r... more Perpetual pavements use multiple, durable asphalt layers to produce a safe, smooth, longlasting road. The pavement design begins with a strong, yet flexible bottom layer that resists tensile strain caused by traffic, and thus stops cracks from forming at the bottom of the pavement. Four perpetual pavement sections were designed and constructed in 2005 and currently are scheduled for rehabilitation for top-down surface cracking. These cracks have been confirmed by full-depth cores. This study revisited the design of these perpetual pavement sections using now available PerRoad and AASHTOWare Pavement ME Design software to investigate whether the design assumptions were correct. Fatigue lives of these sections were also evaluated based on bottom-up cracking. Layer moduli were backcalculated from the falling weight deflectometer (FWD) deflection data using the EVERCALC software. Tensile strains at the bottom of the asphalt layer were then computed. Results showed that predicted strain values derived from the mechanistic response models were lower than the tensile strains computed using moduli from the FWD deflection data. The required asphalt thickness from PerRoad was relatively higher than the asphalt thickness obtained from the AASHTOWare Pavement ME Design software over a 50-year design period. The study identified the most successful perpetual pavement design as the one with a rich bituminous mix in the base layer.
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