Cumulative Fatigue Damage Analysis of Concrete Pevement

1
CUMULATIVE FATIGUE DAMAGE ANALYSIS OF CONCRETE PAVEMENT USING ACCELERATED

PAVEMENT TESTING RESULTS
SHREENATH RAO UNIVERSITY OF ILLINOIS, URBANA-CHAMPAIGN
205 N. MATHEWS AVE., URBANA, IL 61801
PHONE: (314)772-1731
EMAIL: srao1@uiuc.edu
JEFFERY R. ROESLER - UNIVERSITY OF ILLINOIS, URBANA-CHAMPAIGN
205 N. MATHEWS AVE., URBANA, IL 61801
PHONE: (217)265-0218, FAX: (217)333-1924
EMAIL: jroesler@uiuc.edu
ABSTRACT
Mechanistic-empirical design procedures for concrete pavements use a cumulative damage analysis process to
predict fatigue cracking in slabs. Application of traffic load results in fatigue damage, which is calculated as the
ratio of actual number of load applications to allowable number of load applications for a given set of conditions.
According to Miner's hypothesis, concrete should fracture when the cumulated fatigue damage equals unity. In
mechanistic-empirical design procedures, this value corresponds to 50 percent chance of fatigue failure (50 percent
cracked slabs).
The goal of this paper is to use Accelerated Pavement Testing (APT) of field slabs in order to examine
Miners hypothesis along with various fatigue damage models for concrete pavements. Several test sections in
Palmdale, California, consisting of combinations of joint spacings, shoulder type, dowelled joints, and widened
lanes, were constructed and evaluated using the Heavy Vehicle Simulator (HVS). These instrumented slabs were
loaded with dual wheel and aircraft wheel loads ranging from 40 kN (9,000 lb) to 150 kN (33,750 lb) with no
wander, and were monitored past the concrete fatigue failure. Results indicate test slabs cracked at cumulative
damage levels significantly different from unity for all fatigue damage models, and in most cases, by several orders
of magnitude. The use of Miners hypothesis to characterize the cumulative fatigue damage in the concrete, did not
accurately predict the fatigue failure of the concrete slabs. As such, alternative methods for incremental failure
prediction should be explored.
Key Words: concrete pavement, accelerated load test, cumulative fatigue damage, Miners hypothesis
Cumulative Fatigue Damage Analysis of Concrete Pavement Using Accelerated Testing Results
INTRODUCTION
Fatigue cracking in concrete pavements is a key failure mechanism, and is the result of repeated applications of load
at stress levels less than the flexural strength of the concrete slab (1). Under environmental loading conditions (no
traffic loading), the magnitude and sign (tension versus compression) of the slab stresses change with the horizontal
and vertical location in the slab, resulting in a stress field that depends on the following factors:
Climatic conditions temperature and moisture gradients in the slab
Built-in curl effective built-in temperature difference (EBITD) resulting from a combination of built-in
temperature gradients and irreversible moisture gradients
Slab dimensions length, width, and thickness
Layer properties elastic modulus, Poissons ratio, unit weight, coefficient of thermal expansion, bond
between layers, etc.
Subgrade support modulus of subgrade reaction
Other factors adjacent slab properties, shoulder type and properties, load transfer, etc.
With the application of a moving traffic load, the new stress field is a function of the load location(s),
magnitude(s), contact pressure(s), and axle type configuration, in addition to all of the above factors. The removal of
the traffic load resets the slab stresses back to their latent or residual state. The effect of these stress changes at any
particular slab location is damage or microcracking in that portion of the concrete slab. After repeated load
applications, damage (or more accurately, microcracks) accumulates and propagates in the concrete. The crack
eventually extends and propagates to the surface (or to the bottom), resulting in transverse cracks, longitudinal
cracks, and/or corner breaks.
Mechanistic-empirical design procedures (2,3,4) use cumulative damage at locations of critical stress to
assess probability of slab cracking and failure. Since slab stress states change depending on the conditions and
factors listed above, a means of combining the damage over time and slab position is needed for structural analysis
and design. The fatigue damage concept, published by Miner (5), has been widely used for this purpose in
pavement design and evaluation. Miner's fatigue damage accumulation hypothesis, which assumes that damage
accumulates linearly is empirically based and is given as follows:
Fatigue Damage =
where,
=
ni
Ni
=
ni
Ni
(1)
Number of actual load applications under conditions represented by i.

Number of allowable load applications until failure under conditions represented by i.
Miners hypothesis allows the summation of fatigue damage from loads of varying magnitudes and under a
multitude of environmental conditions. According to Miner's hypothesis, materials should fracture when the fatigue
damage equals 1, although under a calibrated system with reliability, this damage sum does not necessarily have to
be unity (6).
There is widespread acceptance of Miners Hypothesis in pavement engineering for thickness design and
failure analysis. Throughout the use of cumulative damage theory for concrete fatigue, researchers have found that
the linear summation of damage is not necessarily valid, especially for variable amplitude loading conducted in the
laboratory (7-12). The application of cumulative damage theory coupled with field calibration has given reasonable
thickness design solutions for highway and airfield concrete pavements. However, the calibration phase tends to
force the damage sum to match the observed cracking levels, and does not adequately explain the progressive failure
of the concrete pavement. With the calibration procedure currently used, the fatigue transfer function chosen has a
limited effect on the results.
The application of Miners Hypothesis for predicting concrete pavement fatigue failure is widely accepted
as a valid approach, even though substantiation of the validity of Miners Hypothesis under full-scale, field-testing
of concrete pavements has not been found in the literature. This paper will analyze the failure of full-scale, field
concrete pavement sections using Miners Hypothesis for known wheel loadings, climatic conditions, and pavement
material properties. Miners Hypothesis must work under the controlled loading and environmental conditions if it
is to be extrapolated with confidence to cases where there is more uncertainty in the design inputs.
BACKGROUND
Stress Ratio
The stress ratio experienced by a concrete pavement has been related to the logarithm of the number of load
applications required to produce fatigue-related failure, where the stress ratio, SR, is the ratio of the total tensile
bending stress experienced by the concrete slab, to the concrete modulus of rupture.
SR =
where,
=
MR
=
MR
(2)
Total tensile stress due to traffic and environmental load at critical location.
Modulus of rupture (PCC strength).
The concrete modulus of rupture is typically obtained from the third-point loading configuration of beams,
after 28 days of curing. Roesler (1) observed that the flexural strength of concrete is different if tested in a beam
configuration versus a slab configuration, by as much as 30 percent. More recently, Roesler et al. (13) and Littleton
(14) have found that the ratio of the slab flexural strength to beam flexural strength depends on the slab geometric
properties, material properties, support conditions, and boundary conditions, and that the slab flexural strength can
be twice as high as the beam flexural strength.
Fatigue Models
Several fatigue curves for concrete pavement have been developed using field and laboratory data that relate the
stress ratio to the number of loads until failure. These include:
Zero-Maintenance Design Beam Fatigue Model (15,16) Developed using concrete beams, with failure
defined as complete beam fracture. Load stresses were calculated at the bottom of the beam using the
bending beam equation.
log N = 17.61 17.61 SR
where,
N
=
Number of stress applications to failure for the given stress ratio SR.
Calibrated Mechanistic Design Field Fatigue Model (17) Developed using Corp of Engineers (COE)
field aircraft data and American Association of State Highway Officials (AASHO) Road Test data, with
failure defined as 50 percent slab cracking. Load and temperature curling stresses were calculated at the
slab edge using the finite element program, ILLI-SLAB.
SR 5.367 log(1 P)
log N =
0.0032
where,
P
=
(3)
0.2276
Cracking probability.
ERES/COE Field Fatigue Model (18) Developed using Corp of Engineers (COE) field aircraft data,
with failure defined as 50 percent slab cracking. Load stresses were calculated at the slab edge using the
influence chart software, H-51, and reduced by a factor of 0.75 to account for load transfer and support
conditions.
(4)
log N = 2.13 SR-1.2
(5)
Foxworthy Field Fatigue Model (19) Developed using Corp of Engineers (COE) field aircraft data, with
failure defined as 50 percent slab cracking. Load stresses were calculated at the slab edge using the finite
element program, ILLI-SLAB.
1
log N = 1.323
+ 0.588
SR
(6)
PCA Beam Fatigue Model (20) Developed using concrete beams, with failure defined as complete beam
fracture. Load stresses were calculated at the bottom of the beam using the bending beam equation.
log N = 11.737 - 12.077 SR
4.2577
N=
SR 0.4325
N = unlimited
for SR 0.55
(7)
for 0.45 < SR < 0.55
(8)
for SR 0.45
(9)
3.268
FIELD PROJECT
As part of the California Department of Transportation's (CALTRANS) Long Life Pavement Rehabilitation
Strategies (LLPRS), a high early-strength hydraulic cement concrete pavement section was field-tested using the
Heavy Vehicle Simulator, illustrated in Figure 1 (21). This fast-setting hydraulic cement concrete (FSHCC) was
designed to gain enough strength to allow it to be opened to traffic within 4 hours of placement. The objective of
the HVS tests was to evaluate the performance of this concrete under the combined effect of environmental and
accelerated traffic loading.
Two 210 m (700 ft) FSHCC pavement strips, one on the North Tangent and another on the South Tangent,
were constructed on State Route 14 about 8 km (5 mi) south of Palmdale, California. The North Tangent sections
had 200 mm (8 in) nominal thickness concrete over 100 mm (4 in) nominal thickness cement-treated base, with
various design considerations (no dowels + asphalt concrete shoulders, dowels + PCC shoulders, dowels + widened
lanes). Design details of these sections are outlined in Roesler et al. (22) and in du Plessis (23).
Prior to fatigue testing, the North Tangent slabs were monitored over a 24-hour cycle without any applied
load, and over a 24-hour cycle under a slow-moving 40-kN (9,000-lb) dual-wheel rolling load. These sections were
also loaded from 20 kN (4,500 lb) to 80 kN (18,000 lb), in increments of 10 kN (2,250 lb) using the HVS dualwheel rolling load. This data was used in a recent paper by Rao and Roesler (24) to estimate the effective built-in
temperature difference (EBITD) in the slab for each of the test sections.
Fatigue testing data collected at two-hour intervals included visual distress surveys, vertical temperature
profiles measured using thermocouples, midslab edge and corner surface deflections measured using Joint
Deflection Measuring Devices (JDMDs), and vertical deflections (interior slab location) at multiple depths of the
pavement structure measured using Multi-Depth Deflectometers (MDDs). Type K thermocouples were taped and
spaced on wooden dowels at 0, 100 mm (4 in), and 200 mm (8 in), in order to measure the temperature profile in the
concrete slab. Thermocouple stacks were placed at the four locations on each test section: in the sun, in the shade,
in the temperature control box, and near the traffic barrier. The JDMDs and MDDs consisted of Linear Variable
Displacement Transducers (LVDTs), and were used to measure vertical displacements under combined rolling
wheel and temperature loadings. A typical instrumentation layout along with an illustration of the plan view of the
HVS on a test section is shown in Figure 2. Details of the data acquisition system and instrumentation of each
section are included in Roesler et al. (22), du Plessis (23), and du Plessis et al. (25).
The loads were applied through a dual or aircraft wheel configuration at low speeds (6 mi/hr [10 km/hr]),
and without any wander. A brief summary of the sections used in the analysis, along with the estimated left and
right slab corner EBITD, is shown in Table 1 (18). Since curling of a concrete slab in the field is restrained by many
factors such as the slabs self-weight, load transfer with adjacent slabs and shoulder, and non-uniform friction
between the base layer and concrete slab, this restraint can vary from one location of the slab to another, resulting in
asymmetric curling of the slab, as seen in Table 1.
DATA ANALYSIS
Influence Charts
A finite element program, ISLAB2000 (26), was used to compute slab responses due to the combined effects of
traffic and environmental loading. For each test section, stresses were computed at multiple slab locations for a
range of effective linear temperature differences. The HVS moving load was modeled every 150 mm (6 in) along the
length of the slab. This is illustrated in Figures 3 and 4, which show the influence chart for a moving HVS load
applied at the edge of the slab for the undowelled section 535FD, and the dowelled widened lane section 540FD.
An influence chart is a graphic representation of a response (in this case, stress) at a fixed point, due to placement of
a static load at several different points on a straight line, thus simulating the effect of a moving load. Both figures
show stress reversals from tension to compression and back to tension, for critical locations at the lane-shoulder
joint. The critical location at the transverse joint is always in tension with the peak stress occurring when the load is
at the slab corner.
For each test section, influence charts were developed for several slab locations along the transverse joint
edge and the longitudinal lane-shoulder joint edge, for a range of total effective linear temperature differences. The
results of the influence chart analysis for two critical locations on section 535FD using a 90kN (20,250lb) dualwheel load are summarized in Tables 2 and 3. The differences between the two tables show the contrasting effect on
stresses on a transverse joint versus stresses on a longitudinal free edge resulting from a moving dual-wheel load.
Concrete Strength
The North Tangent sections were constructed between 6/16/1998 and 6/18/1998. The FSHCC used for the Palmdale
test site construction was an 80/20 blend of Ultimax to PCC. Two of these trucks were selected at random to cast
beams for 8 hour, 7-day, and 90-day flexural strength tests. The details of the flexural strength analysis for all of the
sections are included in Roesler et al. (21). Strength tests were also performed on slabs 575 days after construction.
The average strength gain chart for the FSHCC is shown in Figure 5. The FSHCC gained strength rapidly with very
little change in strength after 90-days. The North Tangent sections 535FD to 541FD were tested between 03/29/00
and 01/18/01, which was more than one and half years after initial construction. Therefore, the average 575-day
strength of 5.2 MPa and a coefficient of variation of 15 percent were used in the analysis.
Damage Accumulation
Results from the influence charts were used to calculate peak tensile stresses, minimum stresses, and unloaded slab
stresses for each two-hour time increment, in order to account for temperature differences in the slab. The ratio of
the calculated stress to the concrete strength is the stress ratio corresponding to the time increment. This stress ratio
is used to calculate the allowable number of load applications to failure for that time increment using the
aforementioned fatigue models. The ratio of the actual number of HVS applications within the time increment to the
calculated allowable number of load applications is the damage for that time increment. The damage for all time
increments to failure is cumulated at each of the stress locations. The results of the cumulative damage analysis are
summarized in Tables 4 and 5 for sections 535FD and 537FD, for both mean concrete strength and the 95 percentile
strength. Similar results were obtained for the other sections in the study, 538FD, 539FD, 540FD, and 541FD. The
cracking pattern for section 537FD consequent to repeated load application is shown in Figure 6.
DISCUSSION OF RESULTS
The stress ratios calculated using peak stresses were small and of the order of 0.25 to 0.35 or less (for the dowelled
slabs) and of the order of 0.50 for the undowelled slab. For low stress ratios such as these, the slab is expected to
carry millions of load applications. However, failure occurred much earlier than expected, with calculated
cumulative damage values significantly lower than 1.0 by several orders of magnitude. This result is especially
troublesome since full-scale test sections for APT have more accurate and detailed information on mechanical load
levels and position on the slab, environmental loading parameters, pavement layer geometric and material
properties, and the time of concrete fatigue failure relative to field test sections. The inaccuracy of Miners
hypothesis as it applies to APT results can be attributed to several reasons described below.
Concrete Fatigue Models
The differences in the allowable number of load repetitions between the presented fatigue models resulted in
significant differences in the calculated cumulative damage. In general, the lowest amount of damage at cracking
was predicted by the Zero-Maintenance Design model, the Calibrated Mechanistic Design model, and the PCA
model, in most cases by several orders of magnitude. The damage at cracking predicted by the Foxworthy model
was higher and typically within a few orders of magnitude from unity. Fatigue models have been developed and
calibrated based on different data sources, failure definitions, stress computations, and stress components (27).
Further complicating matters are the concrete slab size and geometry, which are not directly considered in any of the
existing fatigue models, despite the fact that they have been shown to be a significant factor in the fatigue resistance
of concrete (14).
Strength Variability
The fatigue models were developed for 50 percent of slab cracking (given a large section with number of slabs)
corresponding to cumulative damage of unity. In the above analysis, fatigue damage was calculated for a single slab
for six test sections. Because of the loading configuration used with the HVS, several slab locations had stress states
similar to that of the critical location used in the analysis. The high variability in FSHCC properties results in
greater damage at slab locations with flexural strength lower than the mean, which is analogous to the weakest link
in a chain. This is seen in Tables 4 and 5, where using a 95 percentile strength value to account for strength
variability within a given slab results in a lower number of allowable repetitions and a higher cumulative damage at
failure.
Miners Hypothesis Limiting Assumptions
Miners hypothesis has been used extensively in concrete and asphalt fatigue analysis to account for variable stress
states over time. However, its mechanistic validity has been questioned over time by key researchers (7-12). Tables
4 and 5 show for any given fatigue model, Miners sum does not predict fatigue failure with any accuracy for both
fixed load and variable temperature loading, and variable load and temperature (sections 535 and 537, respectively).
Instead, its ease of application in pavement design has prolonged its life. The main limitation of S-N curves coupled
with Miners hypothesis lies in a phenomenological explanation of fatigue failure of concrete through the stress
ratio. The stress ratio approach assumes that the stress state in the concrete is constant over the entire concrete
fatigue life, thus disregarding incremental damage (or more accurately, crack propagation). Since the previous load
cycles damage the concrete, which in turn increases the proceeding stress states in the concrete material, this is not a
valid assumption. For this reason, Miners hypothesis is not sustainable, and should not be expected to provide an
intrinsic explanation of concrete fatigue failure. Furthermore, the following factors are known to affect the fatigue
life of concrete, and yet cannot be accurately accounted for in a stress ratio / Miners hypothesis approach:
Rest periods - Hilsdorf and Kesler (8).

Homogenous material, endurance limit, variable amplitude, stress history - Hildsdorf and Kesler (8),
Holmen (9), Oh (10).
Loading rate- Raithby and Galloway (11).
Stress reversals - Tepfers (12).
Another deficiency present in using Miners hypothesis with fatigue damage models is that for new
pavements, an initial damage of zero is assumed. Weak zones in the concrete resulting from factors such as drying
shrinkage, poor mix characteristics, etc. are not considered. Load transfer between a slab and adjacent slab or
shoulder, slab-base friction, slab weight, etc., restrain drying shrinkage, and can result in early-age stresses and
microcracking on the surface of the slab. Although the test slabs did not have visual cracks prior to fatigue testing,
several of the longer slabs on the test strip cracked prior to any load application. To account for this microscopic
damage at the slab surface, a non-zero initial damage or a slab strength reduction needs to be incorporated.
A new method for characterizing concrete fatigue failure is needed to address the mechanistic shortcomings
of Miners hypothesis. An intermediate step using limit state approach has merit, since it theoretically gives the
same answers as the cumulative damage approach, without the complex analysis. A future approach that can
account for crack propagation, sequenced loading, and size and geometric effects, is the application of fracture
mechanic principles.
CONCLUSIONS
Miners law for accumulation of damage and applicability of several concrete fatigue transfer functions was tested
against the full-scale results from heavy vehicle simulator testing. Field data was collected using instrumented test
slabs, and visual distress surveys were performed in order to identify slab cracking. For each test section, responses
due to the moving wheel load were modeled with a finite element program for a range of temperature differences,
using influence line plots. These plots were generated for several critical locations on the transverse and
longitudinal joints. The influence line plots were used to estimate peak tensile stresses, unloaded slab stresses, and
minimum stresses at the critical locations. These stresses were used to calculate cumulative damage with various
fatigue models.
The results of the damage accumulation analysis showed that although it is possible to predict the location
of the failure crack based on rolling wheel analysis and slab stresses, Miners approach cannot be used to predict the
timing or number of load repetitions corresponding to slab cracking with any level of accuracy. This was found for
full-scale fatigue testing with a fixed load and varying temperature, and for varying loading and temperature.
Typical fatigue models, described in the paper, are based on a given set of data, stress calculations, and failure
definitions, and cannot be extrapolated accurately to another loading condition without a calibration phase.
In addition, it is unclear what value of stress (peak tensile stress, maximum stress change, maximum tensile
stress change) and even what value of strength (full strength, reduced strength, increased strength) should be used in
the analysis. An alternative approach to Miners Hypothesis is greatly needed to account for the materials fracture
resistance, size effect, and the various loading effects experienced on concrete pavements.
ACKNOWLEDGEMENTS
The research results included in this paper were conducted under a grant from the University of California at
Berkeley Pavement Research Center and the support of the California Department of Transportation. The financial
assistance received from UC-Berkeley and Caltrans is greatly appreciated.
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10
LIST OF TABLES
TABLE 1 Properties of sections included in cumulative damage analysis.
TABLE 2 Influence chart analysis summary for critical transverse joint location (1.2 m from left slab
corner) using half-axle 90kN load on section 535FD.
TABLE 3 Influence chart analysis summary for critical longitudinal edge location (1.5 m from left slab
TABLE 4 Cumulative damage at critical stress locations calculated using various fatigue models for
undowelled section 535FD.
TABLE 5 Cumulative damage at critical stress locations calculated using various fatigue models for doweled
(with tied PCC shoulder) section 537FD.
11
LIST OF FIGURES
FIGURE 1 Diagram and specifications of HVS (21).
FIGURE 2 Typical instrumentation layout, test section 535FD (23).
FIGURE 3 Influence diagram showing effect of 90 kN half-axle moving load on stresses at two critical
locations on the PCC slab (section 535FD, EBITD = -33.3 C, T = 0 C).
FIGURE 4 Influence diagram showing effect of half-axle 90kN and aircraft 150 kN moving load on stresses
at two critical locations on the PCC slab (section 540FD, EBITD = -17.1 C, T = 0 C).
FIGURE 5 Average flexural strength gain curve.
FIGURE 6 Crack pattern in slab (537FD) after fatigue damage load application.
Overall weight
59,646 kg
Load weight of the test wheel tire
20-100 kN with truck tire

20-200 kN with aircraft tire
Tire Pressure
690 kPa
Dimensions of tested area of pavement
1.5 m 8 m maximum
Velocity of the test wheel

Maximum trafficking rate
Average trafficking rate
Average daily repetitions
Engines: Hydraulic plant
Electrical plant/hydraulic control
10 km/h maximum
1000 repetitions/hr
750 repetitions/hr
16,000
10-cylinder diesel
6-cylinder diesel
Dimensions: Length
Width, overall
Height
Wheel base
22.56 m
3.73 m
3.7 m
16.7m
Number of axles
3 (1 in rear, 2 in front)
FIGURE 1 Diagram and specifications of HVS (21).
12
Slab 31 (4.1m)
Slab 32 (3.7m)
Slab 33 (5.3m)
Temperature Chamber
TC/K-rail
TC/Box
Test Section
TC/Sun
TC/Shade
13
0.6m
5 4
Slab width 3.7m
21
8.0m
HVS outline
FIGURE 2 Typical instrumentation layout, test section 535FD (23).
Thermocouple
MDD
JDMD
Test Slab
90kN Load
Stress, MPa
0
-2
Test Slab Legend
-2
Top of Slab Stresses

Tension - Positive
Location A
Location B
-4
Distance from left corner, m
FIGURE 3 Influence diagram showing effect of 90 kN half-axle moving load on stresses at two critical
locations on the PCC slab (section 535FD, EBITD = -33.3 C, T = 0 C).
14
15
Test Slab
Stress, MPa
0
-2
-2
Location A - 90kN
Location B - 90kN
Test Slab Legend
A
B
Location A - Aircraft 150kN

Location B - Aircraft 150kN
-4
Top of Slab Stresses

Tension - Positive
Distance from left corner, m
FIGURE 4 Influence diagram showing effect of half-axle 90 kN and aircraft 150 kN moving load on stresses
at two critical locations on the PCC slab (section 540FD, EBITD = -17.1 C, T = 0 C).
16
6.0
Flexural Strength (MPa)
5.0
4.0
3.0
2.0
1.0
0.0
0
120
240
360
Age (days)
FIGURE 5 Average flexural strength gain curve.
480
600
Note:
Note:Loading
LoadingSequence
Sequence
40 kN dry: 0 13 240 Reps
40 kN dry: 0 13 240 Reps
70
70kN
kNdry:
dry:13
13240
24013
13740
740Reps
Reps
90
90kN
kNdry:
dry:13
13740
740333
333740Reps
740Reps
150 kN dry aircraft wheel:
150 kN dry aircraft wheel:
333
333740
740388
388746Reps
746Reps
2.0 m
17
2.0 m
1.3 m
1.0 m
1.0 m
0.6 m
2.0 m
0.6 m
Crack at
0 Reps
43
43740
740Reps
Reps
73 740 Reps
73 740 Reps
83
740
Reps
83 740 Reps
193
193740
740Reps
Reps
Figure 4.6.1: 537FD Crack Patterns (After)
FIGURE 6 Crack pattern in slab (537FD) after fatigue damage load application.
18
TABLE 1 Properties of sections included in cumulative damage analysis.
Section ID
Slab
Thickness
(mm)
Joint Spacing: Left SlabTest Slab-Right Slab

(m)
Dowels?
Shoulder
Type
Left
Corner
EBITD
(C)
Right
Corner
EBITD
(C)
535FD
219.5
4.11-3.71-5.35
No
AC
-33.3
-21.8
537FD
212.8
5.78-3.94-3.66
Yes
Tied PCC
>-5.0
-10.9
538FD
221.0
5.86-3.92-3.75
Yes
Tied PCC
-14.7
-18.5
539FD
203.0
5.86-3.85-3.71
Yes
-10.8
-13.0
540FD
223.0
5.86-3.80-3.80
Yes
-12.0
-17.1
541FD
243.5
5.91-3.89-3.67
Yes
-5.5
-8.5
600 mm
Widened lane
w/AC
600 mm
Widened lane
w/AC
600 mm
Widened lane
w/AC
TABLE 2 Influence chart analysis summary for critical transverse joint location (1.2 m from left slab
Total
Effective
Linear
Temp.
Difference,
(C)
Peak
Tensile
Stress,
(MPa)
Minimum
Stress,
(MPa)
Unloaded
Slab
Stress,
(MPa)
Max.
Stress
Change,
(MPa)
Stress
Change
Relative to
Unloaded
Slab, (MPa)
Tensile Stress
Change, (MPa)
PTS
MS
USS
(PTS-MS)
(PTS-USS)
(PTS-MS) for
MS > 0, else
(PTS - 0.0)
-47.2
2.53
0.45
0.45
2.08
2.08
2.08
-41.7
2.50
0.44
0.44
2.06
2.06
2.06
-36.1
2.47
0.43
0.43
2.03
2.03
2.03
-30.6
2.42
0.42
0.42
2.00
2.00
2.00
-25.0
2.35
0.40
0.40
1.94
1.94
1.94
-19.4
2.26
0.38
0.38
1.88
1.88
1.88
-13.9
2.16
0.35
0.35
1.80
1.80
1.80
-8.3
2.02
0.30
0.30
1.72
1.72
1.72
19
TABLE 3 Influence chart analysis summary for critical longitudinal edge location (1.5 m from left slab
Total
Effective
Linear
Temp.
Difference,
(C)
Peak
Tensile
Stress,
(MPa)
Minimum
Stress,
(MPa)
Unloaded
Slab
Stress,
(MPa)
Max.
Stress
Change,
(MPa)
Stress
Change
Relative to
Unloaded
Slab, (MPa)
Tensile Stress
Change, (MPa)
PTS
MS
USS
(PTS-MS)
(PTS-USS)
(PTS-MS) for
MS > 0, else
(PTS - 0.0)
-47.2
2.80
-3.11
0.77
5.91
2.03
2.80
-41.7
2.75
-3.10
0.75
5.85
2.00
2.75
-36.1
2.68
-3.10
0.73
5.78
1.95
2.68
-30.6
2.57
-3.12
0.70
5.69
1.87
2.57
-25.0
2.43
-3.15
0.67
5.58
1.76
2.43
-19.4
2.25
-3.22
0.62
5.47
1.63
2.25
-13.9
2.03
-3.35
0.56
5.39
1.47
2.03
-8.3
1.77
-3.59
0.45
5.36
1.31
1.77
20
21
TABLE 4 Cumulative damage at critical stress locations calculated using various fatigue models for
undowelled section 535FD.
Transverse Joint Location
Strength
Mean
Strength
95 Percentile
Strength
(Mean
Strength
1.65 Standard
Deviations)
Fatigue Model
Peak Tensile
Stress-Damage
Lane-Shoulder Joint Location
Maximum
Stress ChangeDamage*
Peak Tensile
Stress-Damage
Maximum
Stress ChangeDamage**
Zero-Maintenance
3.0 10-5
1.1 10-6
1.2 10-4
n/a
Calibrated Mech.
Design
5.6 10-3
7.9 10-5
0.020
220
ERES/COE
0.35
0.016
0.91
870
Foxworthy
27
6.8
41
1100
PCA
0.012
0.098
n/a
Zero-Maintenance
0.016
2.0 10-4
0.092
n/a
Calibrated Mech.
Design
0.67
0.033
1.7
1200
ERES/COE
12
1.3
23
3100
Foxworthy
130
48
180
2200
PCA
4.2
0.17
14
n/a
Slab cracked after 67,935 repetitions of 90 kN with corner break around left slab corner.
* Always in tension maximum stress change less than peak tensile stress.
** Tension through compression and back to tension maximum stress change greater than peak tensile stress.
22
TABLE 5 Cumulative damage at critical stress locations calculated using various fatigue models for doweled
(with tied PCC shoulder) section 537FD.
Transverse Joint Location
Strength
Mean
Strength
95 Percentile
Strength
(Mean
Strength
1.65 Standard
Deviations)
Fatigue Model
Peak Tensile
Stress-Damage
Maximum
Stress ChangeDamage*
Lane-Shoulder Joint Location

Peak Tensile
Stress-Damage
Maximum
Stress ChangeDamage**
Zero-Maintenance
5.6 10-9
3.1 10-10
3.2 10-8
96
Calibrated Mech.
Design
1.3 10-11
1.4 10-20
3.3 10-7
12
ERES/COE
2.1 10-7
6.8 10-14
1.8 10-4
83
Foxworthy
0.1
3.5 10-4
0.51
230
PCA
0.0
0.0
0.0
1270
Zero-Maintenance
1.3 10-7
2.7 10-9
2.6 10-6
n/a
Calibrated Mech.
Design
5.8 10-7
2.5 10-13
4.1 10-4
120
ERES/COE
4.9 10-4
1.2 10-8
0.036
460
Foxworthy
2.4
0.034
5.4
550
PCA
0.0
0.0
0.0
n/a
Slab cracked after 13,240 repetitions of 40 kN, 500 repetitions of 70 kN, and 30,000 repetitions of 90 kN with
midslab transverse crack. Corner break extended to the transverse joint after 180,000 repetitions of 90 kN (figure 6).
* Always in tension maximum stress change less than peak tensile stress.
** Tension through compression and back to tension maximum stress change greater than peak tensile stress.

Cumulative Fatigue Damage Analysis of Concrete Pevement

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Cumulative Fatigue Damage Analysis of Concrete Pevement

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1

CUMULATIVE FATIGUE DAMAGE ANALYSIS OF CONCRETE PAVEMENT USING ACCELERATED

Number of actual load applications under conditions represented by i.

for 0.45 < SR < 0.55

Rest periods - Hilsdorf and Kesler (8).

Load weight of the test wheel tire

20-100 kN with truck tire

Dimensions of tested area of pavement

Velocity of the test wheel

FIGURE 1 Diagram and specifications of HVS (21).

Slab width 3.7m

FIGURE 2 Typical instrumentation layout, test section 535FD (23).

Test Slab Legend

Top of Slab Stresses

Test Slab Legend

Location A - Aircraft 150kN

Top of Slab Stresses

Distance from left corner, m

Flexural Strength (MPa)

FIGURE 5 Average flexural strength gain curve.

Figure 4.6.1: 537FD Crack Patterns (After)

TABLE 1 Properties of sections included in cumulative damage analysis.

Joint Spacing: Left SlabTest Slab-Right Slab

Lane-Shoulder Joint Location

Lane-Shoulder Joint Location

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