In Iowa, there are many portland cement concrete (PCC) type highway pavements. These pavements deteriorate over time due to materials, traffic and environmental related distresses and they are commonly rehabilitated by providing a hot-mix asphalt (HMA) overlay. To mitigate reflection cracking, a frequently observed distress on HMA overlaid PCC pavements, various fractured slab techniques are used, of which rubblization is considered to be the most utilized and effective technique. This paper describes the development of a mechanistic-empirical (M-E) thickness design system for HMA overlaid rubblized PCC pavements. In this computerized design procedure, HMA fatigue and subgrade rutting failure are considered using appropriate transfer functions. The design system strain predictions were validated using field results from an instrumented trial section in Polk county, Iowa. Reference to this paper should be made as follows: Ceylan, H., Gopalakrishnan, K., Coree, B., Reference to this paper should be made as follows: Ceylan, H., Gopalakrishnan, K., Coree, B., Kota, T., and Mathews, R. (2006). "Rehabilitation of Concrete Pavements Utilizing Rubblization: A Mechanistic-Based Approach to HMA Overlay Thickness Design,"International Journal of Pavement Engineering, Vol. 9, No. 1, pp. 45-57. AbstractIn Iowa, there are many Portland Cement Concrete (PCC) type highway pavements. These pavements deteriorate over time due to materials, traffic and environmental related distresses and they are commonly rehabilitated by providing a Hot-Mix Asphalt (HMA) overlay. To mitigate reflection cracking, a frequently observed distress on HMA overlaid PCC pavements, various fractured slab techniques are used, of which rubblization is considered to be the most utilized and effective technique. This paper describes the development of a Mechanistic-Empirical (M-E) thickness design system for HMA overlaid rubblized PCC pavements. In this computerized design procedure, HMA fatigue failure and subgrade rutting failure are considered using Asphalt Institute transfer functions. The design system strain predictions were validated using field results from an instrumented trial section in Polk County, Iowa.
The Iowa Dept of Transportation (DOT) currently utilizes the empirically-based American Association of State Highway and Transportation Officials (AASHTO) pavement design procedures originally derived from the 1960 Road Test data. It is clear that these empirical procedures are no longer applicable to current conditions in Iowa. With the release of the new Mechanistic-Empirical Pavement Design Guide (MEPDG) in the USA, there is a big shift in pavement analysis and design and many state highway agencies undertake initiatives to implement the MEPDG. In order to effectively and efficiently transition to the MEPDG and accelerate its adoption, the Iowa DOT needs a detailed implementation and training strategy. In support of the MEPDG implementation initiatives, sensitivity studies were conducted using the MEPDG software to identify design inputs pertaining to both rigid pavements and flexible pavements that are of particular sensitivity in Iowa. This paper is the first of the two companion papers discussing the need for implementing the MEPDG in Iowa, benefits of implementing the MEPDG in Iowa, and the results of rigid pavement input parameter sensitivity analysis. The results of flexible pavement design inputs sensitivity analysis and implementation recommendations are presented in the second paper. Keywords cracking, faulting, M-E pavement design guide (MEPDG), portland cement concrete (PCC), sensitivity analysis Disciplines Civil and Environmental Engineering | Construction Engineering and Management CommentsThis is a manuscript of an article from Baltic Journal of Road and Bridge Engineering 3 (2008): 219, doi: 10.3846/1822-427X.2008 This article is available at Iowa State University Digital Repository: http://lib.dr.iastate.edu/ccee_pubs/48Reference to this paper should be made as follows: Ceylan, H., Coree, B., and Gopalakrishnan, K. (2008). "Design of Rigid Pavements in Iowa Using the Mechanistic-Empirical Pavement Design Guide,"The Baltic Journal of Road and Bridge Engineering, Vol. 3, No. 4, With the release of the new Mechanistic-Empirical Pavement Design Guide (MEPDG) in the USA, there is a big shift in pavement analysis and design and many state highway agencies are undertaking initiatives to implement the MEPDG. In order to effectively and efficiently transition to the MEPDG and accelerate its adoption, the Iowa DOT needs a detailed implementation and training strategy. In support of the MEPDG implementation initiatives, sensitivity studies were conducted using the MEPDG software to identify design inputs pertaining to both rigid pavements and flexible pavements that are of particular sensitivity in Iowa. This paper is the first of the two companion papers discussing the need for implementing the MEPDG in Iowa, benefits of implementing the MEPDG in Iowa, and the results of rigid pavement input parameter sensitivity analysis. The results of flexible pavement design inputs sensitivity analysis and implementation recommendations are presented in the second paper.
The objective of rubblization is to eliminate reflection cracking in hot-mix asphalt (HMA) overlay by the total destruction of the existing slab action. Rubblization is applicable when there is little potential for retaining slab integrity and structural capacity of the original jointed reinforced concrete pavement. Rubblization has been used successfully for rehabilitation of other portland cement concrete (PCC) pavement types. Typically, the slab is reduced to pieces less than 300 mm in size. Subsequently, the slab is converted to a high-strength granular base. Restoration of the structural capacity is accomplished with an overlay of HMA. In 1991, the Indiana Department of Transportation (INDOT) awarded a contract to apply the rubblization technique to a portion of US-41 in Benton County. The pavement sections were evaluated before and after rubblizing and overlay to estimate the AASHTO layer coefficient of rubblized concrete pavements. The layer coefficient determined in this study ( a2 = 0.25) represents a value of two standard deviations less than that reported by PCS/Law. Currently, INDOT uses a layer coefficient of 0.20 for rubblized PCC pavements. On the basis of the results of this study, the layer coefficient can be set within two standard deviations of the mean (i.e., 0.22). This layer coefficient of 0.22 represents a conservative value that is recommended for rubblized PCC pavements with similar conditions. If INDOT continues to use the rubblization technique in pavement rehabilitation, a study encompassing slabs of different thicknesses on different subgrades should be undertaken for confirmation of the values that are reported herein.
Multi-layer analyses are commonly used to analyze falling weight deflactometer (FWD) measurements and back calculate pavement layer moduli. This type of analysis assumes static loading conditions and linear elastic material properties. The FWD loading cycle cannot be considered in any sense as a static load. It is a dynamic load with a duration in the range of 30 to 40 msec. Also, paving materials and subgrades are not linear elastic materials and their response to static loads is different than that to dynamic loads, such as FWD loading. The difference between the multi-layer analysis assumptions and actual loading and material conditions is significant. In this paper a three-dimensional dynamic finite element program (3D-DFEM), ABAQUS, is used to conduct a non-linear dynamic analysis of FWD tests on a flexible pavement section. Verification studies have, been conducted of the 3D-DFEM to verify its static and dynamic analysis of both rigid and flexible pavements and no significant difference was found between the predicted pavement response using the 3D-DFEM and the field measured pavement response. A design of experiment was developed to study the effect of layer thicknesses and moduli on pavement surface deflections at various offset distances. Analysis of variance (ANOVA) and regression analysis were conducted to develop statistical models which can be used to predict pavement surface deflection at different offset distances as a function of layer thicknesses and moduli.
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