The Influence of Base Layer Thickness in Flexible Pavements

Al-Sherrawi, Mohannad H.

doi:10.48084/etasr.4573

Cited by 3 publications

(1 citation statement)

References 13 publications

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“…Rutting is the most dangerous pavement distress and is influenced by vehicles' paths. It loosely defined as longitudinal despairs in wheel pathways as a result of continued densification by traffic [3]. Rutting is the most frequent issue on asphalt surfaces, particularly during warmer weather.…”

Section: Introductionmentioning

confidence: 99%

Performance Prediction of Flexible pavement against Rutting Using Finite Element Method. A Case of Nakamte to Gedo Road

Garoma,

Fentahun,

Kumar

2024

Preprint

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The major goal of this work was to forecast the rut depth on road pavements under various loading, material, and temperature conditions. It is believed that the pavement system consists of multiple elastic layers, each of which has a specific Resilient Modulus (MR) and Poisson ratio. The commonly used CBR and ERA/AASHTO design guide charts for evaluating the total required trial depth, sub-grade modulus, and other bound and unbound layers’ resilient modulus control the empirical data used for analysis in the software. Trial depths used in all models for analysis using finite elements were in line with the standardized minimum thickness for the pavement’s individual layers in practice. At the later stage of the research, predictive rutting distress for all models derived from finite element analysis were plotted to see how they react to the series of required data when varied (CBR of: sub grade (5–7%), sub base (20–45%), base course (50–80%) and asphaltic concrete layer (3100MPa to 3500MPa), axle load: single axle to tandem, depth of sub-base and base course were varied from 150 mm to 180 mm) and while some were kept constant (temperature 30oC). Predictive rutting calculated ranged from (1.989 to 4.51 x 10^-6) mm. To improve pavement resistance to rutting and other distresses, there must be a considerable increase in the resilient modulus of individual layers. From this research, an increase in pavement subgrade and subbase CBR gave a more positive result. High traffic loads could cause the road to rut faster. This was detected when the axle arrangement was changed from single to tandem axles. The results given were still valid, and they could be used to project the rutting depth for any number of loading repetitions using linear progression. Rutting depths derived were quite small due to the low load repetition modeled during simulation.

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Section: Introductionmentioning

confidence: 99%

Performance Prediction of Flexible pavement against Rutting Using Finite Element Method. A Case of Nakamte to Gedo Road

Garoma,

Fentahun,

Kumar

2024

Preprint

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Expansive clay subgrade soil improvement using municipal solid waste fly ash: Experimental and numerical approach

Melese,

Jida,

Beyene

et al. 2024

Environmental Challenges

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Effect Change Concrete Slab Layer Thickness on Rigid Pavement

Almashhadani

Al-Sherrawi

2022

Eng. Technol. Appl. Sci. Res.

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Years of research have been devoted to developing a tool to model and analyze the behavior of rigid pavements. A major component of the new design approaches is the three-dimensional Finite Element Method (FEM), which caused a breakthrough in rigid pavement analysis. The current study used FEM to analyze a rigid pavement composed of a concrete slab layer and a subgrade. The impact of the depth of the concrete slab layer on vertical stresses and displacements was studied with the ABAQUS software. Three different thicknesses were chosen, 20, 25, and 28cm, while the thickness of the remaining paving layers remained unchanged. According to the study results, the top of the concrete slab layer had an increase in stress of approximately 88% when its thickness increased from 20 to 28cm, whereas the top of the subgrade layer had a decrease of about 21% in stress. The change in vertical stress at the top of the subgrade layer was 46% for a thickness of 20-25cm and 14.8% for 25-28cm. The percent of the reduction in vertical stress at the top of the concrete slab layer was 13.2% and 1.8% for thicknesses of 20-25 and 25-28cm respectively. Vertical displacement in the middle of the horizontal distance under the tire print was reduced by 14%, 12%, and 24% when the concrete slab layer increased from 20 to 25, from 25 to 28, and from 20 to 28cm respectively.

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The Influence of Base Layer Thickness in Flexible Pavements

Cited by 3 publications

References 13 publications

Performance Prediction of Flexible pavement against Rutting Using Finite Element Method. A Case of Nakamte to Gedo Road

Performance Prediction of Flexible pavement against Rutting Using Finite Element Method. A Case of Nakamte to Gedo Road

Expansive clay subgrade soil improvement using municipal solid waste fly ash: Experimental and numerical approach

Effect Change Concrete Slab Layer Thickness on Rigid Pavement

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