Minimizing Distress on Flexible Pavements Using Variable Tire Pressure

Abstract

ABSTRACT:The potential of variable tire pressure technology to 1ninimize distress on flexible pavements with thin asphalt surfacing layers and peat soil subgrade was evaluated using in-situ stress-strain data. Pavement interfacial strains and corresponding subgrade stresses imposed by a three-axle truck were measured and used to estimate the fatigue life of the surfacing layer. Three levels of tn1ck wheel loads in combination with four tire inflation pressures (350 , 490 , 630 , and 770 kPa) were used to evaluate the potential distress by the single steering wheel and rear dual wheels in tandem. Results suggest that lateral strain clue to the single steering wheel is the 1nost critical to fatigue failure , which is influenced by the viscoelastic nature of asphalt, and therefore tn1ck sp eed and axle configuration are important. Lower tire pressures increased the fatigu e life of the surfacing layer with respect to the rear dual wheels and the steering wheel by up to 200 and 3003, respectively. Haulage tn1cks with systems for managing variable tire pressure such as the central tire inflation systems 1nay therefore enhance the serviceability of pave1nents overlying peat or other soft soil foundations .

Impacts of Central Tire Inflation Systems application on forest transportation - Review

“…Another Irish study concluded that haulage trucks with systems for managing variable tire pressure such as CTIS can minimise distress on flexible pavements with thin asphalt surfacing layers and peat soil subgrade. This may therefore enhance the serviceability of pavements overlying peat or other soil foundations (Owende et al 2001). The latter study also indicated that there is evidence to show an empty truck with high tire inflation pressure (770 kPa) will induce as much fatigue damage to the road pavement as a fully laden truck that is operated at low (350 kPa) tire inflation pressure (Owende et al 2001).…”

“…This may therefore enhance the serviceability of pavements overlying peat or other soil foundations (Owende et al 2001). The latter study also indicated that there is evidence to show an empty truck with high tire inflation pressure (770 kPa) will induce as much fatigue damage to the road pavement as a fully laden truck that is operated at low (350 kPa) tire inflation pressure (Owende et al 2001). Stuart et al (1987) indicated that the road life can be shortened or extended depending on the quality of the vehicle travelling, which can indicate that the road life will increase in the case of application of CTIS technology.…”

“…If the air brake compressor system is used, air priority valves are included to protect the brake system's integrity, by allowing for tire inflation only when the brake pressure is above a safe level. The truck speed is managed relative to the tire pressure and load, to prevent damage, and there is an override if design speed limit warnings are ignored (Owende et al 2001). Bradley (2009) described the configuration of the tire pressure control systems and stated that air for inflation and deflations is taken from the vehicle's compressed air supply but only after the air brake system requirements are fully met.…”

Structural Properties of Concrete Materials Containing RoadCem

“…Its addition reduces the heat production during hydration and limits the need for additional additives [18]. One application of RoadCem in concrete is thin hybrid layers (THL) which is a pavement product constructed underneath an asphalt or bitumen surface layer [14,19,20]. THL materials are flexible with a high dynamic elastic modulus, compressive and flexural strengths, and breaking strain without the problems associated with standard concretes, including shrinkage, rate of curing, and frequency of joints, thinner with a faster time for traffic loading.…”

Full Scale Accelerated Testing of Bituminous Road Pavement Mixtures

“…The present paper describes a full scale accelerated loading performance test on a 20mm Dense Base Coarse Macadam [6] which overlaid a peat based forest access roads [5]. Such forest roads generally have a weak pavement structure, which consists of a surface dressed granular base and a subbase (±0.5m deep) that overlay deep peat foundations.…”