Ain Shams Engineering Journal (2012) xxx, xxxxxx

Ain Shams University

Ain Shams Engineering Journal

www.elsevier.com/locate/asej www.sciencedirect.com

CIVIL ENGINEERING

Fatigue and rutting lives in exible pavement

Ahmed Ebrahim Abu El-Maaty Behiry
*

Highways and Airports Engineering, Engineering Faculty, Civil Department, Minuya University, Shibeen El-kom City, Egypt Received 29 September 2011; revised 20 March 2012; accepted 21 April 2012

KEYWORDS Fatigue life; Rutting life; Tensile strain; Compressive strain; Flexible pavement; Pavement design

Abstract Flexible pavement is designed based on axle load limits and climatic conditions. The Egyptian code has specied certain load limits that should not be exceeded. The overweight trucks cause severe deterioration to the pavement and thus reduce its life. The study aims at studying the effect of axle load increase, and the variation in pavement modulus, on the overall pavement life. The research uses the BISAR software and the Egyptian environmental and pavement materials conditions to estimate the tensile strains occurring under the asphalt concrete (AC) layer and the compressive strains above the subgrade surface. The results revealed that tensile and compressive strain increased with increasing axle loads and decreased with increasing asphalt layer modulus thus the violating trucks should be unloaded when their weights exceed certain limits. Base thickness and subgrade resilient modulus were the key elements which control the equilibrium between fatigue and rutting lives.
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1. Introduction During the last few years excessive damages were observed on several highways, mostly on high volume major roads. The reasons behind can be observed: mixture design, high temperature in summer, change in trafc load, etc. In Egypt, there are many types of heavy vehicles of 6-axles of total weight ranging over from 42 to 52 ton. These heavy vehicles have a bad effect on pavement responses [1].
Abbreviations: d, layer thickness; E, elastic modulus; l, Poissons ratio. * Mobile: +20 0183961800. E-mail address: [email protected] Peer review under responsibility of Ain Shams University.

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A eld observation in Egypt for evaluation of pavement surface conditions of Egyptian roads network showed that rutting and fatigue cracking are considered the most important distresses surveyed due to high severity and density levels, and consequently, their high effects upon the pavement condition. Flexible pavements should be designed to provide a durable, skid resistance surface under in-service conditions. Moreover, it is essential to minimize cracking and rutting in exible pavement layers. To fully utilize each pavement material in an economic design a pavement should generally have reasonably balanced design between the rutting and fatigue modes of distress. The increased rutting or decreased fatigue life of the exible pavements may be attributed to the shortcomings of the application of exible pavement analysis and the absence of attention to identify the pavement components that achieve a balanced section which gives equal pavement lives with respect to rutting and fatigue [1].

2090-4479 2012 Ain Shams University. Production and hosting by Elsevier B.V. All rights reserved. http://dx.doi.org/10.1016/j.asej.2012.04.008

Please cite this article in press as: Behiry A.E.A.E.-M., Fatigue and rutting lives in exible pavement, Ain Shams Eng J (2012), http://dx.doi.org/10.1016/j.asej.2012.04.008

2
Table 1
No. 1 2 3 4 5 6 7 8

A.E.A.E.-M. Behiry
Fatigue model coefcients based on different agencies.
Organization Asphalt Institute Shell Research US Army Corps of Engineers Belgian Road Research Center Transport and Road Research Laboratory Federal Highway Administration ILLINOIS Department of Transportation Austin Research Engineers (ARE) f1 0.0795 0.0685 497.156 4.92E14 1.66E10 0.1001 5.00E06 0.4875 f2 3.291 5.671 5 4.76 4.32 3.565 3 3.0312 f3 0.854 2.363 2.66 0 0 1.474 0 .06529 Ref. [1] [3] [1] [4,5] [4,5] [6] [6] [7]

Table 2
No. 1 2 3 4 5

Rutting model coefcients based on different agencies.

Organization Asphalt Institute Shell Research US Army Corps of Engineers Belgian Road Research Center Transport and Road Research Laboratory f3 1.365E09 6.15E07 1.81E15 3.05E09 1.13E06 f4 4.477 4 6.527 4.35 3.75 Ref. [1] [3] [3] [4] [4]

In pavement analysis loads on the surface of the pavement produce, two strains which are believed to be critical for design purposes. These are: the horizontal tensile strain (et) at the bottom of the asphalt layer and the vertical compressive strain (ev) at the top of the subgrade layer. If the horizontal tensile strain (et) is excessive cracking of the surface layer will occur, and the pavement distresses due to fatigue. If the vertical compressive strain (ev) is excessive, permanent deformation occurs on the surface in the pavement structure from overloading the subgrade, and the pavement distresses due to rutting [1]. Several fatigue and rutting models have been developed to relate the asphalt modulus and/or the measured strains to the number of load repetitions to pavement failure. Most of the fatigue failure models take the following form [2]: Nf f1etf2 E1f3 1

While the rutting models usually take the following form: Nr f4emf5 2

the Egyptian General Authority of Highway and Bridges (EGAHBs). The maximum allowed axle load for single axle dual tire was 10 tons. Due to the construction of the new international, coastal highway and the expected international trucks using that highway, the HGAHBs proposed increasing the axle load limits. Furthermore, many trucks throughout the country violate the specied load limits by carrying additional weights to decrease the transportation cost. Those overweight trucks cause severe deterioration to the pavement. The Egyptian authorities generally charges the violating trucks a penalty based on their weights. Such penalty could be very small compared to the damage occurring to the pavement based on these over weights. Furthermore, some trucks may carry huge weights that the pavement may not support, so unloading such trucks could be the suitable solution rather than paying few amounts of money and deteriorating the pavement. This study aims at studying the effect of axle load increase, pavement layers thicknesses increase and the variation in temperature and elastic modulus of pavement layers, on the overall pavement life. 3. Research approach The BISAR computer program was used to calculate the tensile strain at the bottom of the asphalt layer and the compressive strain at the top of the subgrade soil. These computed strains are incorporated in the fatigue cracking and rutting models to estimate the pavement life for different axle weights. Different axle loads are considered in this research; the standard; the previous maximum allowed axle load in Egypt, 10 tons, the new proposed axle load, 13 tons, and additional smaller and larger axle loads (from 6 to 30 tons). The assumed axles are the most common, more critical, ones having two sets of dual tires with 120 psi (827 kPa) tire pressure and 12 in. (30 cm) dual spacing. 3.1. Layers properties The elastic modulus of the asphalt concrete (AC) layer is highly affected by pavement temperature, where, the modulus

where Nf is the allowable number of load repetitions to prevent fatigue cracking from reaching a certain limit (1020% of the pavement surface area); Nr the allowable number of load repetitions to prevent rutting from reaching a certain limit (0.5 in.); et: the tensile strain on the bottom of the asphalt layer; em the compressive vertical strain on the surface of subgrade; E1 the elastic modulus of the asphalt layer; and f1, f2, f3, f4, f5 is the regression coefcients. The values of the regression coefcients shown in the previous equations usually vary according to material type, environment, trafc conditions and the failure limits specied by the agency. According to references [1,37], regression coefcients values, in English units, based on different agencies are presented in Tables 1 and 2. 2. Problem statement and study objective Flexible pavements, in Egypt, are designed according to the AASHTO design guide. The axle load limits are specied by

Please cite this article in press as: Behiry A.E.A.E.-M., Fatigue and rutting lives in exible pavement, Ain Shams Eng J (2012), http://dx.doi.org/10.1016/j.asej.2012.04.008

Fatigue and rutting lives in exible pavement

2.0E+06 1.8E+06 1.6E+06 1.4E+06
E1=1454.50 N/mm2 E1=2181.75 N/mm2 E1=2909.00 N/mm2 E1=3636.25 N/mm2

Rutting Life

1.2E+06 1.0E+06 8.0E+05 6.0E+05 4.0E+05 2.0E+05

340 mm

Single axle
Figure 1 Geometry of axles conguration.

0.0E+00 60 90 120 150 180 210 240 270 300

Axle Load (KN)

Figure 3b
1.2E-03 1.0E-03 1.2E-04 1.0E-04

Rutting life.

Tensile Strain

8.0E-04

Fatigue Damage

6.0E-04 4.0E-04 2.0E-04 0.0E+00 60 90 120 150 180 210 240 270 300
E1=1454.50 N/mm2 E1=2181.75 N/mm2 E1=2909.00 N/mm2 E1=3636.25 N/mm2

8.0E-05 6.0E-05 4.0E-05 2.0E-05 0.0E+00 60

E1=1454.50 N/mm2 E1=2181.75 N/mm2 E1=2909.00 N/mm2 E1=3636.25 N/mm2

Axle Load (KN)

Figure 2a
3.0E-03

Tensile strain at the bottom of asphalt layer.

90

120

150

180

210

240

270

300

Axle Load (KN)

Figure 4a

Fatigue damage ratio.

Compressive Strain

2.5E-03 2.0E-03 1.5E-03 1.0E-03 5.0E-04 0.0E+00 60 90 120 150 180 210 240 270 300
E1=1454.50 N/mm2 E1=2181.75 N/mm2 E1=2909.00 N/mm2 E1=3636.25 N/mm2

1.6E-03 1.4E-03
E1=1454.50 N/mm2 E1=2181.75 N/mm2 E1=2909.00 N/mm2 E1=3636.25 N/mm2

Rutting Damage

1.2E-03 1.0E-03 8.0E-04 6.0E-04 4.0E-04 2.0E-04

Axle Load (KN)

Figure 2b
3.5E+05 3.0E+05 2.5E+05

Compressive strain at the top of subgrade.

0.0E+00 60 90 120 150 180 210 240 270 300

Axle Load (KN)

Figure 4b
E1=1454.50 N/mm2 E1=2181.75 N/mm2 E1=2909.00 N/mm2 E1=3636.25 N/mm2

Rutting damage ratio.

Fatigue Life

2.0E+05 1.5E+05 1.0E+05 5.0E+04 0.0E+00 60 90 120 150 180

decreases as the temperature increases. Elastic modulus of asphalt layer (E1) could be determined as a function of pavement temperature according to the following equation [1]: E1 15000 7900 logt
2

210

240

270

300

Axle Load (KN)

Figure 3a

Fatigue life.

where E1 is the elastic modulus of asphalt layer (N/mm ) and t is the pavement temperature (C). The pavement temperature in Egypt ranges from 10 C and 50 C. Therefore, different AC layers modulus are considered in this study to represent different climatic conditions from the strongest (greatest) AC modulus during winter to the weakest (smallest) modulus during summer. The values of surface elastic modulus (E1) range according to Eq. (3) from 1454.5 to

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4
2.0E+06 3.0E+06

A.E.A.E.-M. Behiry

N (Axle)

1.5E+06

Rutting Minus Fatigue life

E1=1454.50 N/mm2 E1=2181.75 N/mm2 E1=2909.00 N/mm2 E1=3636.25 N/mm2

1.5E+06 0.0E+00 50 75

Nf Nr

d2=150mm

1.0E+06 4.0E+06

100

125

150

d1 (mm) N (Axle)

5.0E+05

d2=225 mm
2.0E+06 0.0E+00

0.0E+00 60 -5.0E+05 90 120 150 180 210 240 270 300

50

75

100

125

150

Axle Load (KN)

d1 (mm) N (Axle)
4.0E+06

Figure 5

Difference between rutting and fatigue lives.

d2=300 mm
2.0E+06 0.0E+00

1.0E+06

50

75

100

125

150

N (Axle)

5.0E+05 0.0E+00 150

Nf Nr

d1=50mm N (Axle)
4.0E+06

d1 (mm)

d2=375 mm
2.0E+06 0.0E+00

225

300

375

450

d2 (mm) N (Axle)
1.0E+06 5.0E+05 0.0E+00 150 225 300 375 450

50

75

100

125

150

d1=75mm
8.0E+06

d1 (mm) N (Axle)

d2=450 mm
4.0E+06 0.0E+00 50 75 100 125 150

d2 (mm)
3.0E+06

N (Axle)

1.5E+06 0.0E+00 150

d1=100mm

d1 (mm)

Figure 6b
225 300 375 450

Effect of d2 on d1 in fatigue and rutting lives.

d2 (mm)
4.0E+06

to 45 cm). The assumed axle loads values range from 60 kN to 300 kN with contact tire pressure 0.5 N/mm2. 3.2. Fatigue life prediction The relationship between fatigue failure of asphalt concrete and tensile strain (et) at the bottom of asphalt layer was represented by Philip et al. [8] by using the number of load repetitions in the following form: LogNf 16:664 3:291 loget 106 0:854 logE1 4

N (Axle)

2.0E+06 0.0E+00 150

d1=125mm

225

300

375

450

d2 (mm)
7.0E+06

N (Axle)

d1=150mm
3.5E+06 0.0E+00 150 225 300 375 450

d2 (mm)

where Nf is the number of load applications to fatigue cracking over 10% of the wheel path area; et the horizontal tensile strain repeatedly applied at the bottom of the asphalt layer; and E1 is the stiffness modulus for the asphalt layer (N/mm2). 3.3. Rutting life prediction The relationship between rutting failure of asphalt concrete and compressive strain (ev) at the top of subgrade was represented by Oglesby and Hicks [9] by using the number of load repetitions in the following form: Nr 1:365 109 1=e4:477 5

Figure 6a

Effect of d1 on d2 in fatigue and rutting lives.

3636.25 N/mm2. Different subgrade modulus (E3) (from 29 to 87 N/mm2), are considered corresponding to subgrade CBR values of 3 and 8.5 respectively. The modulus of the aggregate base layers (E2) assumed to be ranged (from 87 to 261 N/ mm2). The layers thicknesses are the typical cross sections commonly used in Egypt, which is 10 cm (AC) layer (range from 5 to 15 cm) and 40 cm of the base layer (range from 15

where Nr is the number of load applications to limit rutting and ev is the vertical compressive strain, at the top of subgrade.

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Fatigue and rutting lives in exible pavement 3.4. Damage prediction In the present study, the prediction of pavement life for fatigue and rutting is based on the cumulative damage concept in which a damage factor is dened as the damage per pass caused to a specic pavement system by the load in question [10]. The damage (Di) caused by each application of a single axle load at any season can be given by: Di 1=Ni 6 4. Results and discussions

Multilayer elastic analysis is performed using the BISAR software. The different variables discussed in the previous section are considered. The resulting pavement strains, damage and pavement lives (number of load repetitions to failure) are investigated. The following sections discuss the outcomes of these results. 4.1. Effect of excess axle loads andasphalt layer elastic modulus on pavement strains Figs. 2a and 2b present the relationship between tensile strain on the bottom of asphalt layer and the compressive strain on the top of subgrade soil versus axle load for different asphalt layer elastic modulus. The gures show that the tensile and compressive strain increase with increasing the axle load. Moreover, Figs. 2a and 2b show that the increase in the elastic modulus of asphalt layer leads to a decrease in pavement strains. 4.2. Effect of excess axle loads andasphalt layer elastic modulus on pavement fatigue and rutting lives Fatigue and rutting lives are calculated according to Eqs. (4) and (5). Figs. 3a and 3b present the fatigue and rutting lives
3.0E+06

where Di is the cumulative damage and Ni is the minimum number of load repetitions required to cause either fatigue (Nf) or rutting (Nr) failure. The total number of load repetitions that are allowed over the pavement lifetime can be determined when total cumulative damage (Di) reaches one. Therefore, Eqs. (4) and (5) can then be solved for the total allowable number of load applications required to cause either fatigue or rutting failures over the pavement lifetime. 3.5. Points used for determination of maximum strains The geometry of axle structure along with the locations for the determination of maximum strains is illustrated in Fig. 1 [11].
3.0E+06

N (Axle)

N (Axle)

1.5E+06 0.0E+00 150

Nf Nr

E1=1454.5 N/mm2

1.5E+06 0.0E+00 1454.5

Nf Nr

d2=150mm

225

300

375

450

d2 (mm)
4.0E+06

2181.8

2909

3636.3

4363.5

E1 (N/mm2) E1=2181.75 N/mm2

3.0E+06

N (Axle)

2.0E+06 0.0E+00 150

N (Axle)

1.5E+06

d2=225 mm

225

300

375

450

d2 (mm)
2.0E+06

0.0E+00 1454.5

2181.8

2909

3636.3

4363.5

E1 (N/mm2)
3.0E+06

N (Axle)

1.0E+06 0.0E+00 150

N (Axle)

E1=2909 N/mm2

1.5E+06

d2=300 mm

225

300

375

450

d2 (mm)
3.0E+06

0.0E+00 1454.5

2181.8

2909

3636.3

4363.5

E1 (N/mm2)
3.0E+06

N (Axle)

N (Axle)

E1=3636.25 N/mm2
1.5E+06 0.0E+00 150

1.5E+06

d2=375 mm

225

300

375

450

0.0E+00 1454.5

2181.8

2909

3636.3

4363.5

d2 (mm)
4.0E+06 3.0E+06

E1 (N/mm2)

N (Axle)

N (Axle)

E1=4363.5 N/mm2
2.0E+06 0.0E+00 150

d2=450 mm
1.5E+06 0.0E+00 1454.5

225

300

375

450

2181.8

2909

3636.3

4363.5

d2 (mm)

E1 (N/mm2)

Figure 7a

Effect of E1 on d2 in fatigue and rutting lives.

Figure 7b

Effect of d2 on E1 in fatigue and rutting lives.

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6 versus axle loads for different asphalt layer elastic modulus. The gures show that both fatigue and rutting lives decrease dramatically with increasing the axle load, especially at the axle load exceeds 150 kN for fatigue life and 120 kN for rutting life. The gures also show that the variation in the asphalt layer elastic modulus is more signicant with fatigue than rutting life, especially at high axle loads. 4.3. The pavement design life The pavement design life is the minimum number of load repetitions required to cause either fatigue or rutting failure [11]. From Figs. 3a and 3b it can be concluded that the pavement design life is generally governed by fatigue failure with smaller axle loads (less than 150 kN), and by rutting failure with greater axle loads. 4.4. Effect of excess axle loads and asphalt layer elastic modulus on pavement damage ratio Damage ratio for both fatigue and rutting lives are calculated according to Eq. (5). The fatigue and rutting damage ratios
1.0E+06

A.E.A.E.-M. Behiry according to axle load are presented in Figs. 4a and 4b at different asphalt layer elastic modulus. From these gures, it can be concluded that the fatigue damage generally increases in an increasing rate (diverging) with increasing the axle load. While the rutting damage increases with a decreasing rate (converging). Furthermore with increasing asphalt layer elastic modulus the fatigue and rutting damage decrease. 4.5. Optimum axle load causing both fatigue and rutting failures As previously explained, the pavement design life is the minimum number of load repetitions required to cause either fatigue or rutting failure as given by Eqs. (3) and (4). Therefore, the optimum axle load that causes both fatigue and rutting failures, at the same time, can be achieved when the difference between rutting and fatigue lives is zero. Fig. 5 presents the difference between rutting and fatigue lives. From this Figure, it can be concluded that the optimum axle load causing both fatigue and rutting failures at the same time is 135 kN for AC modulus ranging from 1454.5 to 3636.25 N/mm2 (summer and winter) respectively. Moreover, for axle load less than (135 kN), the difference between rutting

N (Axle)

N (Axle)

5.0E+05

Nf Nr

E2=87 N/mm

3.0E+06 1.5E+06 0.0E+00

Nf Nr
50 75

E3= 29N/mm

0.0E+00 150

225

300

375

450

100

125

150

d2 (mm)
2.0E+06

d1 (mm)
4.0E+06

N (Axle)

N (Axle)

E2=130.5 N/mm
1.0E+06 0.0E+00 150 225

E3=43.5 N/mm
2.0E+06 0.0E+00 50 75

300

375

450

d2 (mm)
4.0E+06 4.0E+06

100

125

150

d1 (mm)

N (Axle)

N (Axle)

E2=174N/mm
2.0E+06 0.0E+00 150

E3=58 N/mm
2.0E+06 0.0E+00 50 75

225

300

375

450

d2 (mm)
4.0E+06 5.0E+06

100

125

150

d1 (mm)

N (Axle)

E2=217.5 N/mm
2.0E+06 0.0E+00 150

N (Axle)

E3=72.5 N/mm
2.5E+06 0.0E+00

225

300

375

450

50

75

100

125

150

d2 (mm)
4.0E+06 5.0E+06

d1 (mm)

N (Axle)

N (Axle)

E2=261 N/mm
2.0E+06 0.0E+00 150 225

E3=87 N/mm
2.5E+06 0.0E+00

300

375

450

50

75

100

125

150

d2 (mm)

d1 (mm)

Figure 8

Effect of E2 and d2 on fatigue and rutting lives.

Figure 9a

Effect of E3 on d1 in fatigue and rutting lives.

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Fatigue and rutting lives in exible pavement

5.0E+05 2.0E+06

N (Axle)

Nf Nr
0.0E+00 29 43.5

N (Axle)

d1= 50mm

1.0E+06 0.0E+00 150

Nf Nr

E3= 29N/mm2

58

72.5

87

225

300

375

450

E3 (N/mm2) N (Axle) N (Axle)

1.0E+06 5.0E+05 0.0E+00 29 43.5 58 72.5 87 2.0E+06

d2 (mm)

d1=75 mm

1.0E+06 0.0E+00 150

E3=43.5 N/mm 2

225

300

375

450

E3 (N/mm2)
2.0E+06 3.0E+06

d2 (mm) N (Axle)

N (Axle)

d1=100 mm
1.0E+06 0.0E+00 29 43.5 58 72.5 87

1.5E+06 0.0E+00 150

E3=58 N/mm2

225

300

375

450

E3 (N/mm2) N (Axle) N (Axle)

3.0E+06 4.0E+06

d2 (mm)

d1=125 mm
1.5E+06 0.0E+00 29 43.5 58 72.5 87

2.0E+06 0.0E+00 150

E3=72.5 N/mm 2

225

300

375

450

E3
6.0E+06

(N/mm2)
6.0E+06

d2 (mm) N (Axle)

N (Axle)

d1=150 mm
3.0E+06 0.0E+00 29 43.5 58 72.5 87

3.0E+06 0.0E+00 150

E3=87 N/mm2

225

300

375

450

E3 (N/mm2)

d2 (mm)

Figure 9b

Effect of d1 on E3 in fatigue and rutting lives.

Figure 10

Effect of E3 and d2 on fatigue and rutting lives.

and fatigue lives is positive thus, the pavement failure is mostly occurred by fatigue (rutting life is greater than fatigue life). On the other hand, for axle load more than (135 kN), the difference between rutting and fatigue lives is negative therefore, the pavement failure is mainly occurred by rutting (rutting life is less than fatigue life). 4.6. Obtaining balanced section between fatigue and rutting lives Figs. 6a and 6b show the effect of d1 and d2 on pavement fatigue (Nf) and rutting (Nr) life. It can be considered that Nf has no sensitivity with the variation of d2, compared with Nr which is obviously increases as d2 increases. Moreover, both Nf and Nr have a good sensitivity with the variation of d1 specially at base thickness (d2) thicker than 300 mm. The balanced sections between fatigue and rutting lives are achieved at d2 = 300375 mm for all values of d1. As shown in Figs. 7a, 7b and 8, Nr increases as d2 increases at all values of E1 and E2. The increase of E1 or E2 has not obvious effect on the Nr values at base thickness thinner than 300 mm, thicker thickness lead to obvious increase in Nr values. With respect to Nf, it has no sensitivity with the variation

of d2 at all values of E1 and E2 while has a good sensitivity with the variation of E1and E2 at all values of d2. The balanced sections are achieved at d2 = 375 mm for all values of E1 and E2. Furthermore, Fig. 7b shows that the fatigue life increases with a higher rate at greater AC modulus. This would be reasonable since the pavement behaves as an elastic material with greater AC modulus (lower pavement temperature), while behaves as a plastic material with smaller AC modulus (higher pavement temperature). Figs. 9a, 9b and 10 show the effect of d1, d2 and E3 on Nf and Nr. It can be observed that Nr obviously increases as d1, d2 and E3 increase. With respect to Nf, it has no sensitivity with the variation of d2 or E3, and a good sensitivity with the variation of d1. The gures also show that the balanced section is achieved for all values of d1 at E3 equal 72.5 87 N/mm2. Generally, it can be concluded that d2 and E3 are the key elements which control the equilibrium between Nf and Nr. For obtaining balanced pavement sections, it is preferable to use d2 = 375 mm with E3 = 87 N/mm2, d2 = 300 mm with E3 = 72.5 N/mm2, d2 = 375 mm with E3 = 58 N/mm2 and d2 = 450 with E3 = 43.5 N/mm2. Along with d1 = 100 mm, E1 = 2909 N/mm2 and E2 = 174 N/mm2.

Please cite this article in press as: Behiry A.E.A.E.-M., Fatigue and rutting lives in exible pavement, Ain Shams Eng J (2012), http://dx.doi.org/10.1016/j.asej.2012.04.008

8 5. Conclusions Based on the pavement temperature in Egypt, this study is achieved using the elastic modulus for surface layer (E1) ranged from 1454.5 to 3636.25 N/mm2. According to the methodology and analysis of results for this study, the following conclusions are drawn: 1. Tensile and compressive strain increased with increasing axle loads and decreased with increasing asphalt layer elastic modulus. Furthermore, fatigue and rutting lives decrease dramatically with increasing the axle load, especially after the axle load exceeds 150 kN for fatigue life and 120 kN for rutting life. 2. The fatigue damage generally increases in an increasing rate with increasing the axle load. While the rutting damage increases with a converging rate. Furthermore with increasing asphalt layer elastic modulus the fatigue and rutting damage decrease 3. Fatigue life has no sensitivity with the variation of base thickness compared with rutting life, which is high sensitive. While both fatigue and rutting lives have a good sensitivity with the variation of surface thickness specially at base thickness thicker than 300 mm. 4. The increase of elastic modulus of asphalt or base layers has not obvious effect on the rutting life at base thickness thinner than 300 mm, thicker thickness lead to obvious increase in Rutting life. With respect to fatigue life, it has no sensitivity with the variation of base thickness while has a good sensitivity with the variation of surface modulus or base modulus at all values of base thickness. 5. The optimum axle load causing both fatigue and rutting failures at the same time is about 135 kN. Thus, the maximum allowable axle load should not exceed 135 kN because it will cause a quick deterioration to the pavement, especially during summer season. Moreover, base thickness d2 and subgrade elastic modulus E3 are the key elements which control the equilibrium between rutting and fatigue life. 6. The pavement design life is generally governed by fatigue failure with smaller axle loads (less than 150 kN) and by rutting failure with greater axle loads. References

A.E.A.E.-M. Behiry

[1] Abdel-Motaleb M. Flexible pavement components for optimum performance in rutting and fatigue. Zagazig Univ J 2009. [2] Mathew Tom V, Krishna Rao KV. Introduction to transportation engineering. Press; 2009, p. 27.18 [National Programme on Technology Enhanced Learning, India, May, 2009, chapter 27]. [3] Li Chi-Wei. Damage assessment for pavement under repeated loads, M.Sc. thesis in Civil Engineering, Civil Engineering Research Institute, National Central University, China; 2006. [4] Huang Yang H. Pavement design and analysis. 2nd ed. United States of America: University of Kentucky; 2004. [5] Carpenter Samuel H. Fatigue performance of IDOT mixtures. Illinois Center for Transportation, Department of Civil and Environmental Engineering, University of Illinois, Urbana-Champaign; July, 2006. [6] Ker Hsiang-Wei, Lee Ying-Haur, Wu Pei-Hwa. Development of fatigue cracking performance prediction models for exible pavements using LTPP data base. In: 86th Annual transportation research board meeting, Washington, DC; January, 2007. [7] Priest AL. Calibration of fatigue transfer functions for mechanistic-empirical exible pavement design, M.Sc. thesis, in Civil Engineering, Auburn University, Auburn, USA; 2005. [8] Owende Philip MO, Hartman Anton M, Ward Shane M, Gilchrist Michael D, OMahony Michael J. Minimizing distress on exible pavements using variable tire pressure. J Transport Eng 2001 [MayJune]. [9] Oglesby Clarkson H, Hicks R Gray. Highway engineering. 4th ed. New York: Jon Wiley & Sons; 1982. [10] Salem HMA. Effect of excess axle weights on pavement life. Emir J Eng Res 2008;13(1). [11] Abdel-Motaleb ME. Impact of high pressure truck tires on pavement design in Egypt. Emir J Eng Res 2007;12(2).

Ahmed Ebrahim Abu El-Maaty Behiry is a Lecturer in the department of Civil Engineering, Faculty of Engineering, Shebin El-Kom, Minouya University, Egypt. He received his Ph.D. in Civil Engineering from Minouya University, Egypt., in 2007. His elds of interest include highway structure design, consistency of soil reinforcement, concrete pavement, nite elements analysis, fundamentals of geotechnical engineering and trafc performance analysis.

Please cite this article in press as: Behiry A.E.A.E.-M., Fatigue and rutting lives in exible pavement, Ain Shams Eng J (2012), http://dx.doi.org/10.1016/j.asej.2012.04.008