World Conference on Pavement and Asset Management, WCPAM2017

Milan, Italy June 12/16, 2017

EFFECT OF HIGHER AXLE LOADS ON SERVICE LIFE OF

BITUMINOUS PAVEMENT

1 2 3
Satish Pandey , T.Harish Chowdary , Siddharth Rokade

1
Scientist, Flexible Pavement Division, CSIR-Central Road Research Institute, New-
Delhi, India, satishpandey.crri@gmail.com

2
M.Tech Scholar of MANIT, Bhopal, M.P, India

3
Assistant Professor, Deptt. of Civil Engineering , MANIT, Bhopal, M.P, India

This paper evaluates the effect of higher axle load on service life of bituminous pavement in terms
of propensity of fatigue and rutting damage in bituminous pavement. The three-dimensional finite
element model of bituminous pavement was developed using ANSYS Mechanical APDL finite
element software. FEM model was validated by comparing the surface deflection obtained through
pavement analysis design program KENPAVE. Validated model was subjected to dynamic loading
condition to obtain the pavement response under real time truck loading at varying axle loads.
Critical strains attributing fatigue and rutting damage in pavement i.e. the horizontal tensile strains
at the bottom of bituminous layer and vertical compressive strains at the top of sub-grade were
calculated at most damaging vehicle speed. These values are incorporated in the fatigue and rutting
models developed by Asphalt Institute to evaluate the service life of bituminous pavement. Effect of
vehicle speed on fatigue and rutting strain in bituminous pavement were assessed through finite
element model. Impact of higher axle load on service life of the pavement is quantified to frame up
the policy to penalize heavy vehicle in respect to magnitude of damage caused by them in the
pavement.

Keywords: Finite Element Analysis, Axle Load, Service Life, Bituminous pavement

Introduction:

India has worlds second largest road network in terms of road length with a total road
length of around 4.24 million kilometers. Bituminous pavement constitute majority of this
road length and sustain 65 percent of total freight volume and around 85 percent of total
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passenger traffic in a year in the country. Ever increasing freight transport demand induced
by faster economic growth causing frequent violation of legal axle weight limit on all major
highways. Bituminous pavement designed for standard axle weight i.e. 8.2 ton, repetitions
sustains substantial higher stress- strain under this unaccounted higher axle weights. These
stress-strains find its manifestation in terms varying degree of distresses in pavement
structure causing significant reduction in service life. The structural failures in a bituminous
pavement are mainly attributed by fatigue cracking and rutting. Fatigue cracking happens
due to horizontal tensile strain underneath the bituminous layer while rutting is developed
due to accumulation permanent strain along the wheel path on top of sub-grade. Higher
axle loads (exceeding legal axle load limit of 10.5 ton in India) of heavy trucks develops
critical strains beyond the permissible limits in pavement layers i.e. tensile strain (t), at the
bottom of the bituminous layer and the vertical strain, (z), on the top of the sub-grade.
These two strains are conventionally considered as critical parameters for pavement design
to limit cracking and rutting in the bituminous layers and non-bituminous layers
respectively [1]. The designed service life of flexible pavements cannot be achieved if they
exceed permissible limits in short period of time. Latest advances in the numerical analysis
technique based on disintegration of multilayer pavement system in finite elements; help to
simulate real time dynamic loading conditions on the pavement to determine the critical
speed producing maximum strain in the pavement.

Methodology:

Pavement design in India is based upon the mechanistic-empirical method and largely relies
on sub-grade strength CBR (4 days soaking) and cumulative standard axles repletion over a
design life. Design traffic is determined in terms of cumulative number of standard axle
load repletion of 8.2 ton. Mechanistic- empirical method of pavement design as stipulated
in Indian Road Congress code Tentative Guidelines for Design of Flexible pavement
(IRC: 37:2012) is extensively used for deign of flexible pavement in India. A flexible
pavement structure as suggested in IRC: 37:2012 for the soil sub-grade of 6% C.B.R value
and 150 Million Standard Axle Repetition (MSA) of design traffic is considered in the
present study for analysis purpose. The pavement is modelled as a multilayer structure of
linear elastic material subjected to circular loading of static and dynamic nature. Three
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Milan, Italy June 12/16, 2017

dimensional pavement response models are developed using general purpose finite element
program ANSYS (Mechanical APDL). Impact of higher axle loads on pavement structure
is assessed by calculating the deflections and critical strains under varying axle loads in
three dimensional pavement response models. The predicted deformations under axle load
of 10.5 ton along radial distances at various vertical depths from loading area are validated
using widely used pavement analysis program KENPAVE. The transient load pulse with
respect to different vehicle speeds are calculated for dynamic analysis to find out the
critical speed at which maximum strains developed in the pavement. Varying axle load are
applied on critical speed to predict the critical strains. Finally, critical strains developed at
different higher axle loads are used in mechanistic -empirical equations given by Asphalt
Institute for estimation of fatigue and rutting life of the pavement.

Development of Pavement Model:

A 3D finite element pavement model was developed using ANSYS Mechanical APDL
program with following physical and material properties of constitutive pavement layers.
Table 1. Physical and Material properties of pavement layers
Layer Thickness (mm) Youngs modulus E (MPa) Poissons ratio
Asphalt 190 3828 0.35
(BC+DBM)
Granular 510 208.8 0.40
(Base+Subbase)
Subgrade - 55.4 0.45

Pavement layers are considered as a solid continuum and subdivided into sub domains having
individual material properties (E & ). These sub domains were then discretized into
number of finite size elements by meshing. The interface between the layers was considered
fully bonded (with no slippage). The pavement was modelled using SOLID185 element which
is generally used for 3-D modelling of solid structures. Each element is defined by eight nodes
having three degrees of freedom at each node and translations in the x, y, and z directions.
Domain size analysis is carried out to find out the optimum size of pavement response model,
which yield desirable pavement responses with reasonable degree of accuracy. It has been
found that domain size exceeding 20 times the radius of
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Milan, Italy June 12/16, 2017

contact area in horizontal (both longitudinal and transverse) direction and 40 times the
radius of contact area in vertical direction(in the loading direction) as shown in Fig.1 yield
the critical pavement responses comparable with the pavement responses obtained through
elastic layered program KENLAYER. The Finite element mesh was refined at the tire-
pavement interface where large deformations and stresses were expected.

(a) (b)
Fig. 1. Geometry of 3D Bituminous Pavement model with boundary condition

An axle load of 10.5 ton was applied on the circular loading area at a uniform tire pressure
of 800 KPa. Conventional kinematic boundary conditions have been adopted, i.e. roller
support on all vertical boundaries of the mesh (sides of the pavement model) and fixed
support at the bottom of the mesh (sub-grade) as shown in Fig. 1 (b)

Validation of FEM Model:

A static analysis is carried out for validation of FEM model. The Finite element model was
subjected to a static loading of 10.5 ton to simulate the vehicle at rest on pavement surface.
Vertical surface deflection obtained at various radial distances under 10.5 ton static axle
load is shown in Fig. 2 .
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Milan, Italy June 12/16, 2017

Fig. 2 Vertical deflection at various radial distance under 10.5 ton axle load

Surface deflection obtained at various radial distances are compared with the result
obtained by analyzing the same pavement structure (subjected on identical loading) using a
linear elastic layered analysis program KENPAVE. Surface deflection at various radial
distances, obtained through FE model and KENPAVE, for a linear elastic system is shown
in Fig. 3. As seen from the figures, the results obtained through KENPAVE and FEM
analysis match well.

Fig.3: Surface deflection at various radial distances

 World Conference on Pavement and Asset Management, WCPAM2017
Milan, Italy June 12/16, 2017

Dynamic Analysis:
Finite element flexible pavement model was subjected to dynamic loading condition to
simulate the real time moving load on pavement. Transient dynamic analysis sub module of
ANSYS suite is used for the application of dynamic load as it has the wide range of
solution methods for solving the general equation of motion. Dynamic loads were applied
as arbitrary function of time. Haversine loading function having variable stress pulse
durations simulating different vehicular speeds and peak pressure of 800 kPa is used to
obtain dynamic response at loading area (same as in static loading) in the pavement system.
The Haversine pulse is widely used by many researchers to simulate a moving load on
pavement surface. Kazemien et al. [9] evaluated the dynamic response of multilayer
pavement system using haversine load pulse of 0.03 sec duration. Al-Qadi et al [10] used
pavement instrumentation to measure the compressive stress pulse at the Virginia Smart
Road .Testing was conducted at target speeds of 8 km/h, 24 km/h, 40 km/h, and 72 km/h
and at pavement depths ranging from 40 mm to 597 mm. The pulse normalized by its static
counterpart was used to analyze the influence of vehicle speed and depth. The study found
that a haversine or a normalized-bell-shape equation may represent the measured
normalized compressive stress pulse for a moving load. The haversine loading function as
given in Eq. 1 is used for the study

y (t) = sin^2 (/2 + (*t)/d) (1)

Where d = duration of the pulse in sec.

Haversine load pulse as obtained from equation 1 for an average speed of 10 km/h and peak
pressure of 800 kPa is shown in Fig. 4.
 World Conference on Pavement and Asset Management, WCPAM2017
Milan, Italy June 12/16, 2017

Fig. 4 Haversine load pulse of 0.1 sec. duration with peak pressure of 800 KPa

Effect of Vehicle Speeds on Critical Strains:

To comprehend the effect of vehicular speed on critical pavement responses such as fatigue
and rutting strains and vertical surface deflection, dynamic analysis is carried out under
varying vehicular speed at constant axle weight of 10.5 ton. With every load repetition, the
tensile strain developed at the bottom of the bituminous layer develops micro cracks, which
go on widening and expanding till the load repetitions are large enough for the cracks to
propagate to the surface over an area of the surface that is unacceptable from the point of
view of long term serviceability of the pavement. The phenomenon is called fatigue failure
of the bituminous layer. Fig. 5 and 6 shows the surface deflection and horizontal strain
values corresponding to different vehicle speeds.
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Fig. 5 Plot showing maximum surface deflection at different vehicle speeds

Fig. 6 Plot showing maximum Horizontal critical strain at different vehicle speeds

It is clearly evident from the fig. 5 and 6 that the loading application time has more
detrimental effect on the pavement deterioration. Pavements of the roads subjected to slow-
motion loading mechanism sustain higher strains therefore deteriorates faster than those
subjected to rapid-motion movement. This means that as the time of load application
increases, the deterioration increases. This is clearly observable in the trafficked areas such
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Milan, Italy June 12/16, 2017

as slow lanes used by heavy slow-motion trucks. This mechanism always causes more
deterioration to the pavement as the total weight of the vehicle load will be fully stressing
the pavement layers creating more strains and deflection.

Effect of Higher Axle Load on Critical Responses of Pavement

Critical strains i.e horizontal strain underneath the bituminous layer and vertical strain on
top of subgrade were calculated at critical speed on variable axle load to ascertain the effect
of higher axle load greater than 10.5 ton on service life of bituminous pavement. Fig. 7 and
8 shows the critical strains at variable axle load.

Fig. 7 Horizontal Tensile strain at different axle loads on 20 Kmph speed

 World Conference on Pavement and Asset Management, WCPAM2017
Milan, Italy June 12/16, 2017

Fig. 8 Vertical Compressive strain at different axle loads on 20 Kmph speed

Percentage increase in critical strains with respect to strains obtained under legal axle load
of 10.5 ton is shown in fig.9

Fig. 9 Percentage increase in Critical strains

Effect of Higher Axle Load on Service Life of Bituminous Pavement:

The Prediction of the service life of bituminous pavements is based on the allowable
number of load repetitions required to cause either fatigue or rutting failure over the
pavement life. Various researchers studied the effect of higher axle load on the critical
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Milan, Italy June 12/16, 2017

responses which in turn affect the service life of bituminous pavement. Various field
investigations carried out by Central Road Research Institute, New Delhi for evaluation of
pavement surface conditions of roads network in different parts of India, showed that,
rutting and fatigue cracking are the most important pavement distresses due to high severity
and density levels, and accordingly their high effects on the pavement condition. Cracking
in the bituminous layer is due to fatigue, caused by repeated application of load by moving
traffic. Rutting happens due to accumulation of pavement deformation in various layers
along the wheel path. Horizontal tensile strain (t max) developed at the bottom of
bituminous layer and the vertical compressive strain (z max) developed at the top of sub
grade have been considered as indices of fatigue and rutting of the pavement structure.
Based on the large amount of field performance data of bituminous pavement under various
climatic conditions, Asphalt Institute [2] specifies the following fatigue and rutting life
relations:

Nf = 0.0796*(t) ^-3.291 * (E) ^0.854 (2)

Nr = 1.365 * 10^-9 *(z) ^-4.477 (3)

Nf = Number of cumulative standard axles to produce 20% cracked surface area

Nr = Number of cumulative standard axle to produce 20 mm rutting
t = Tensile strain at the bottom of BC layer
z = Vertical compressive strain at the top of sub-
grade E = Elastic modulus of Bituminous layer (MPa)

Using eq. 2 and 3 fatigue and rutting life of bituminous pavement is calculated at different axle
load at critical vehicle speed and shown in Fig. 10.
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Milan, Italy June 12/16, 2017

Fig. 10 Fatigue and rutting life of bituminous pavement

Conclusion:

It is clear from the study that the overweight trucks causes severe deterioration to
the pavement and thus reduce its design life. However, slow moving traffic
resembles static loading condition and produces relatively severe distress on
pavement.

The loading application time is found to have more detrimental effect on the
flexible pavement. Results from this study shows that both fatigue and rutting
critical strains increases with decrease in vehicle speed and they resembles the static
loading conditions if the vehicular speed reduced to 20 kmph and less.

There is a steep rise in strain values when the pavement is subjected to loads beyond
legal axle load limit of 10.5 ton. It is evident from the study that the axle weight
beyond 14.5 ton should not be allowed to ply on the pavement as there is a
substantial increase in critical strains (around 50%) with respect to strains obtained
at legal axle load limit of 10.5 ton.

The fatigue life of the bituminous pavement at legal axle loading of 10.5 ton at
critical speed of 20 kmph is around 305 Million Standard Axle (MSA) repetitions
while it reduces to 41 MSA with increase in axle load up to 18.5 ton

The rutting life of bituminous pavement at legal axle loading of 10.5 ton at critical
speed of 20 kmph is 127 MSA while it reduces to 10 MSA with increase in axle
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load up to 18.5 ton.

References:

[1] Indian Road Congress Specification IRC: 37-2012 Guidelines for the design of flexible
pavements (Third revision).

[2] Asphalt Institute. Research and Development of Asphalt Institutes Thickness Design
th
Manual. 9 Ed., Research Report 82-2, the Asphalt Institute. (1982).
[3] White, T.D., Zaghloul, S.M., Anderton, G.L., and Smith, D.M.: Pavement Analysis for
Moving Aircraft Load. Journal of Transportation Engineering, ASCE, Vol.123, No.6,
pp. 436-446 (1997).

[4] Uddin, W., D. Zhang, and F. Fernandez.: Finite element simulation of pavement
discontinuities and dynamic load response. In Transportation Research Record 1448,
TRB, Washington, D.C., pp. 100-106 (1994).

[5] Imad L. Al-Qadi: In-situ validation of mechanistic pavement finite element modeling.
Virginia Tech Transportation Institute Virginia Tech Blacksburg, Virginia.

[6] Elseifi, M.A.: Performance quantification of interlayer systems in flexible

pavements using finite element analysis, instrument response, and Non
destructive testing. Ph.D. Thesis, Virginia Tech, Blacksburg, VA (2003).

[7] Hjelmstad, K.D., Kim, J., and Zuo, Q.H.: Finite element procedures for three
dimensional pavement analysis, Proceedings of ASCE on aircraft/pavement
technology-in the midst of change, pp.125-137, Seattle, Washington, USA (1997).

[8] Wang J.: Three-dimensional finite element analysis of flexible pavements, Master
Thesis, University of Maine, USA (2001).

[9] Kazemian, S., Barghchi, M., Prasad, A., Maydi, H. and Huat, B.K.: Reinforced
pavement above trench under urban traffic load: Case study and finite element (FE)
analysis, Journal of Scientific Research and Essay Vol. 5 (21), Nov.4, 2010, pp. 3313-
3328 (2010).

[10] Al-Qadi I.L, A. Loulizi, S. Lahouar, and T.E. Freeman: Measurement of Vertical
Compressive Stress Pulse in Loading Tests, Transportation Research Record, No.1816,
Washington, D.C., pp. 125-136 (2002).