Part 2 Handout

Design of New Flexible
Pavements
Day 2
David K. Hein, P.Eng., M.ASCE

dhein@rogers.com
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Review of Day 1
 History of pavement construction and design
 Ancient road construction
 Downfall of roads in the 1800s
 Resurgence in 1900s due to bicycling and automobile mass production
 Airports
 Pavement test roads
 Experience, catalog, deflection and stresses and strains
 Need to consider frost in northern environment
 Factors affecting performance

 Traffic
 Subgrade
 Materials
1
Review of Day 1
 Distress manifestations
 Load
 Temperature
 Age
 Moisture
 AASHTO 1993 Pavement Design Guide

 Traffic
 Subgrade support
 Layer support
 Safety factors (reliability, standard deviation)
 Limitations
Day 1 Exercise Results – Design Parameters and Layer

Coefficients
Typical Life Minimum Maximum Minimum Maximum
Parameter Minimum Maximum Base Case
(years) Life (years) Life (years) Delta (%) Delta (%)
Initial serviceability 3.8 4.5 4.2 20 12.5 27 -38% 35%
Terminal Serviceability 2 2.8 2.5 20 31 14 55% -30%
Reliability 80 95 85 20 24 12 20% -40%
Asphalt Layer Coefficient 0.38 0.46 0.42 20 14 28.5 -30% 43%
Base Layer Coefficient 0.1 0.18 0.14 20 15.5 26.5 -23% 33%
Subbase Layer Coefficient 0.05 0.14 0.09 20 11 39 -45% 95%
 Initial Serviceability: The higher the initial serviceability (smoothness),

the longer the pavement life
 Smoother road surfaces reduce “bouncing” of vehicle tires which

reduces the “dynamic weight” of the vehicle which prolongs pavement
life
2
Coefficients
Reliability 80 95 85 20 24 12 20% -40%
 Terminal Serviceability: A lower terminal serviceability means that we

are willing to accept a rougher pavement until a rehabilitation
commences
 A higher terminal serviceability means that the base pavement structure

will have a lower service life

Coefficients
Reliability 80 95 85 20 24 12 20% -40%
 Reliability: The higher the reliability for a given pavement structure, the
lower the design life
 A higher reliability for the same traffic and subgrade conditions means
that we will have to build a thicker pavement structure or improve the
quality of materials to achieve the same design life as the base case
pavement
3
Coefficients
Reliability 80 95 85 20 24 12 20% -40%
 Asphalt Layer Coefficient: Increases in layer coefficients with increase

the pavement life

Coefficients
Reliability 80 95 85 20 24 12 20% -40%
 Base Layer Coefficient: The impact of the increase or decrease in the

layer coefficient is directly proportional to the thickness of the layer
4
Coefficients
Reliability 80 95 85 20 24 12 20% -40%
 Subbase Layer Coefficient: The large subbase thickness means that

changes in its layer coefficient can have a larger impact on the design
life of the pavement
Day 1 Exercise Results – Subgrade Support
Subgrade Type Modulus (MPa/psi) Life (Years)

Delta (%)
Silty Gravel and Sand (Fair) 35/5,075 20
Medium Plastic Clay (Poor) 15/2175 3 -85%
Sandy Silt (Fair) 25/3625 10 -50%
Poorly Graded Gravel (Poor) 35/5,075 20 0%
Well Graded Gravel (Good) 50/7,250 38 90%
 Pavement design life is significantly impacted by the support capability

of the subgrade
10
10
5
Mechanistic-Empirical Pavement Design
11
11
Mechanistic-Empirical Pavement Design

 Understand key pavement design inputs and the impact on pavement
performance
 Compare results from different design procedures
 Assess the sensitivity of various inputs to pavement design
 Understand how to access and use the PaveXpress on-line pavement

design tool
12
12
6
Mechanistic-Empirical Design
 Mechanistic Design uses models to predict the effect of
materials, traffic, and environment on the expected performance
 Empirical calibration ensures that it matches what is seen in the

field
 A large data set is used to calibrate pavement models used to

predict various methods of pavement deterioration
 The larger amount of data and mechanistic component allows for

a more accurate reliability component
13
Pavement Response Under Load
Axle
Load
Surface  SUR d SUR

Base/Subbase  SUB
Subgrade Soil
14
7
Mechanistic-Empirical Design
 Its not just about thickness!!!
 Comprehensive approach including structural and materials

considerations
 Improved handling of climatic effects, traffic loadings, and design

reliability
15
ME Design
 Performance based on distress and ride quality
 Better characterization of existing pavements for rehabilitation design
 Direct consideration of drainage and subbase erosion
 Handles varying traffic characteristics
 Ability to incorporate available paving materials
 Ability to extrapolate from limited field and laboratory studies
16
8
Components for Distress/Performance
Climate
Traffic Stress,
Strain, or
Deflection Distress
Damage
Layer Properties Time/Traffic
RESPONSE TRANSFER
INPUTS MODEL FUNCTION OUTCOME
17
Transfer Function
Pavement Response Distress
TRANSFER
FUNCTION
 Stresses  Fatigue/Fracture
 Strains  Distortion
 Deflections  Non-Load Cracks
18
18
9
Transfer Function
 Distress dependent transfer functions
 Transfer functions classification:

 Direct translation
 Pavement response is used directly to predict pavement distress
 Indirect or damage translation
 Pavement response is used to calculate “damage,” and damage is used
to predict pavement distress
19
Transfer Function Example

 Indirect or damage translation example
 Pavement response is used to calculate “damage” through a material
fundamental law
 Damage is used to predict pavement distress
Damage  f Re sponse 

Fat _ Cracks  f Damage
20
10
Damage Defined
 Damage: The amount or percentage of life used up from one

traffic/environmental loading
 Life: The total number of traffic/environmental loadings that

result in a specific pavement condition
21
Fatigue Damage Concept Exercise
Small Paperclip
Bend Trial Number
Average
Group 1 2 3 4
0.25 58.50 55.00 58.00 56.00 65
0.50 12.50 13.00 11.00 12.00 14
0.75 8.00 7.00 8.00 8.00 9
1.00 4.50 6.00 5.00 4.00 3
Large Paperclip
Bend Trial Number
Average
Group 1 2 3 4
0.25 100.25 100.00 94.00 105.00 102
0.50 29.25 28.00 30.00 25.00 34
0.75 13.75 15.00 13.00 11.00 16
1.00 12.00 13.00 10.00 12.00 13
22
11
23
24
12
25
Miner's Law Example

Normalized
140
120
100
Number of Loads
80
60
40
20
0
0.00 0.20 0.40 0.60 0.80 1.00 1.20
Bending Angle
26
13
Damage Defined
 Damage is computed using critical pavement responses
 Damage is summed using Miner’s equation or hypothesis
n
Damage  
N
Where:
n = Applied number of load applications
N = Allowable number of load applications (determined from
response-life correlations)
27
Incremental Damage Accumulation
 “Damage” over time: modeled as it occurs in nature—incrementally
 Divide design period into increments (year, season, within day/night)
 Changes over time are addressed

 Material strength and stiffness
 Seasonal moisture and temperature
 Traffic variations seasonally and yearly
28
14
 Within each increment damage is computed using the structural

response model
 Damage is summed using Miner’s equation
nijklmn
Fatigue Damage  
N ijklmn
Where:
nijk… = Applied number of load applications
Nijk…= Allowable number of load applications (determined from
response-life correlations)
i, j, k = increments of time (hour, month, season, year), traffic class,
traffic wander, etc.
29
Poll Question
 What vehicle type has the highest typical truck factor
1. 2-3 axle bus
2. 5 axle single trailer truck (18 wheeler)
3. 5 or less axle multi-trailer trucks
30
30
15
Flexible Pavement Performance Indicators
 Conventional, deep-strength, or full-depth asphalt concrete
pavements
 Fatigue Cracking – Bottom-up
 Fatigue Cracking – Top-down
 Permanent Deformation (Rutting)
 Thermal or Transverse Cracking
31
Alligator Cracking/Fatigue
 Causes?
 Wheel Load
 Climate
 Materials
 Structure
32
16
Longitudinal Cracking, Fatigue
 Causes?
 Wheel Load
 Climate
 Materials
 Structure
33
Rutting
 Causes?
 Wheel Load
 Climate
 Materials
 Structure
34
17
Transverse (Low-Temperature) Cracks
 Causes?
 Wheel Load
 Climate
 Materials
 Structure
35
Response-Distress – Flexible Pavements
Distress: Critical Response:

Alligator (fatigue) cracking Tensile strain at bottom of
AC layer
Longitudinal (fatigue) Tensile strain at top of AC
cracking layer
Permanent deformation or Vertical strain in all layers
rutting
Low-temperature Tensile stress at surface of
(transverse) cracking AC layer
36
18
Reflection (Transverse Cracks)
 Causes?
 Wheel Load
 Climate
 Materials
 Structure
37
Pavement Ride Quality
Smoothness: International Roughness Index (IRI)
 Causes?
 Wheel Load
 Climate
 Materials
 Structure
38
19
General Question
 What is the most significant distress impacting the performance of
pavements where you are?
39
39
Design/Analysis Process
Design Material
Foundation Climate Traffic
Criteria Properties
Inputs
Trial Pavement Structure Analyses

Modify
Damage
Strategy Pavement Response Model:
Accumulation
No Fatigue Distortion Non-Load
Meet
Transfer
Performance IRI Distress Prediction Models:
Function
Criteria? Fatigue Distortion Non-Load
Yes
Viable Alternative Outcome
40
20
Traffic Data
41
Truck Traffic Data Needed for ME Design
 Average Annual Daily Truck Traffic
 Growth rate and function
 Truck class volume distribution

factors
 Axle weight distribution factors
42
21
43
Tandem Axle Load Distribution (Axle Load Spectra)
44
22
Tandem Distribution Factors (Class 9)
Default Tandem Axle Load

Distribution Factors; Class 9:
45
Which of these tandem axle load

distribution are more damaging to a
pavement?
46
23
Truck Factors Affecting Volume
 Directional distribution factors
 Lane distribution factors
 Monthly/hourly distribution factors
 Number of axles per truck class
 Traffic wander
47
Directional Distribution Factors
 Percentage of truck traffic traveling in one direction
45
%
55
%
48
24
Traffic Input – Trucks in Design Lane
49
Axles per Truck
50
25
Axle Load Distribution - Single
 Distributions available in iCorridor
 http://www.mto.gov.on.ca/iCorridor/map.shtml?accepted=true#tab_5
51
Example Axle Load Spectra Files
52
26
Truck Wander/Lateral Distribution
Pavement Shoulder
Typical Values
X (mean) = 457 mm
Direction of traffic X (SD) = 254 mm
53
Truck Factors - Pavement Response
 Tire pressure (hot inflation)
 Axle configuration
 Axle spacing
 Axle width
 Tire spacing
 Wheel base
54
27
Axle Configuration Factors
Wheel Base Width
Tire Pressure & Axle Spacing

Loads
Dual Tire Spacing
Axle Width
55
Design Reliability
Future
M&R Traffic
Life Spans
Initial
Pavement
Life Span
56
28
Design Reliability
 Practically everything associated with pavement design is variable

 Variability in mean design inputs—traffic, materials, subgrade, climate, and
so on
 Error in performance prediction models
 For ME-based design, variability can be modeled separately or

coupled and applied as an adjustment factor
57
Reliability Concept for Design
1 95% 75%
Predicted Distress
50% 0.8
Mean
75% 0.6
Value
0.4
95% 0.2
0
0 0.2 0.4 0.6 0.8
Observed Distress Value

Predicted Distress Error
(Predicted minus Observed versus predicted values
Observed)
58
29
Assessment of Reliability
IRI level for
IRI Reiability R
Probability
of failure ()
IRIfailure
IRIavrg
Reliability
R=1- 
Expected IRI
IRI0
Pavement Life Time
59
Climate Conditions
 Considerations of Environmental Effects in ME PDG
 The Enhanced Integrated Climatic Model

 Input Data
 Climatic Models
60
30
Climate/Environmental Factors
 Goal to predict temperature and moisture throughout

pavement layers and subgrade
 Temperatures, rainfall data
 Water table depth
 Layer thermal & hydraulic properties
61
 Climate/environmental factors  Factors:

have a large effect on:
 Temperature
 Pavement and layer responses  Precipitation/Moisture
 Pavement performance  Wind
 Sunshine; solar radiation
 Freeze-thaw cycles
 Water table depth; seasonal
62
31
 Enhanced Integrated Climate Model (EICM); estimates changes in

temperature and moisture throughout pavement structure and
subgrade
 Temperature changes with depth and time

 Precipitation changes with depth and time
 Sub-models
 Infiltration and Drainage (ID) Model

 Climatic-Materials-Structural (CMS) Model
 CRREL Frost Heave and Thaw Settlement Model
63

Each load
application
PCC Modulus
CTB Modulus
Traffic
AC
Modulus
Granular Base
Modulus
Subgrade
Modulus
0 2 4 6 8
Time, years
64
32
Material Inputs
65
Structural Properties of Asphalt Mixes
 Dynamic Modulus
 Creep Compliance
 Indirect Tensile Strength
 Fatigue Strength Coefficients
 Plastic Deformation Coefficients
66
33
Dynamic Modulus
 Dynamic modulus is used for calculating

critical pavement responses over a range
of temperatures and loading frequencies
(truck speeds) to predict fatigue cracks
and rut depths
 AASHTO T 342/TP 79
67
Stiffness/Modulus
 Relationship between stress and strain

E f ,T   as a function of temperature and
 loading frequency
0.1 HZ 0.5 HZ 1 HZ 5 HZ 10 HZ 25 HZ
Where:
10000
E = Modulus
Dynamic Modulus, ksi
f = Frequency
1000
T = Temperature
 = Stress
100
 = Strain 0 20 40 60 80 100 120 140
Test Temperature, F
68
34
Indirect Tensile Strength
 IDT strength is used to estimate the

temperature at which the tensile stress
exceeds the IDT strength to predict low
temperature cracking
 AASHTO T 322
 Measured at -10oC
69
Plastic Strain Coefficients
 Incremental plastic strains and

coefficients, measured during repeated
load plastic deformation testing, are used
to predict rut depth in the AC layers
 NCHRP Report 719
70
35
Fatigue Strength
 Fatigue strength coefficients, measured

during flexural fatigue tests, are used to
predict bottom-up alligator fatigue
cracks
 AASHTO T 321
71
Time-Dependent Asphalt Properties
 Short term aged property

 Dynamic modulus
 Long term aged properties:

 Indirect tensile creep compliance
 Indirect tensile strength
72
36
Modulus Change with Depth
7,000
6,000
Modulus, MPa
5,000
4,000
3,000
2,000
1,000
Pavement age (months)
73
Structural Properties of Unbound Layers
Subgrade soil and aggregate Strength properties are used to

bases require the same estimate the resilient modulus
structural property
of both subgrade and aggregate
 Resilient Modulus base layers
• CBR
• R-Value
• DCP
• LBR
74
37
Resilient Modulus Test: AASHTO T307
 What resilient modulus value is used to characterize the soil or

aggregate base layer?
12
Resilient Modulus, ksi
11
10
9
8 Confinement = 2 psi
7 Confinement = 4 psi
6
Confinement = 6 psi
5
4
3
2
1 2 3 4 5 6 7 8 9 10
Deviator Stress, psi
75
Performance Models
Preventive
Maint.
Reconstruction
Routine
Maint.
Rehabilitation
76
38
Flexible Pavement Layers
Conventional Deep Strength Full-Depth
Asphalt Concrete Asphalt Surface

Asphalt Concrete
Unbound Base Asphalt Binder
Unbound Subbase Unbound Base Asphalt Base

Compacted
Compacted Subgrade Subgrade Compacted Subgrade
Natural Subgrade Natural Subgrade Natural Subgrade
77
Poll Question
 What type of pavement is the most common in your area?
1. Conventional
2. Deep Strength
3. Full-Depth
78
78
39
Flexible Pavement Performance
Fatigue Cracking
Longitudinal IRI
Cracking
Rut Depth
Thermal Cracking
79
79
AASHTOWare Pavement ME Design
80
40
81
82
41
83
84
42
85
86
43
87
Sensitivity to Design Input Parameters
0.6
0.5
0.4
Tensile Strain
0.3
0.2
0.1
0
0 2 4 6 8 10 12 14 16
Thickness of Asphalt Layer (in)
88
44
Flexible Sensitivity Analysis
Variable Fatigue Thermal Smoothness Rutting
Cracking Cracking
AADT 1.51 NC 0.06 0.27
AC Binder NC 3,054 NC NC
Grade
Base 2.78 NC 0.09 0.13
Modulus
Subbase 3.42 NC 0.02 0.18
Modulus
Subgrade NC NC 0.002 0.32
Modulus
Seasonal NC NC 0.0006 0.30
Support
Loss
89
Sensitivity Analysis – Base Type
10
Percent slabs cracked
8 Aggregate
base
6 Asphalt-
treated
base
4
Cement
2
-treated
base
0
0 5 10 15 20 25
Pavement age, years
90
45
Sensitivity Analysis – Effect of Edge Support
60
AC shoulder
50
Percent slabs cracked
40
30
20 Tied PCC shoulder

LTE = 40% Tied PCC shoulder
10 LTE = 70%
Widened slab
0
0 5 10 15 20 25 30
Age, years
91
35.0%
30.0%
Alligator Cracking %
25.0%
20.0%
15.0%
10.0%
5.0%
0.0%
0 2 4 6 8 10 12 14 16
AC Thickness (in)
SG Mr = 30 ksi SG Mr = 20 ksi SG Mr = 8,000
SG Mr = 25 ksi SG Mr = 15 ksi SG Mr = 3,000
92
46
Calibration: Bias & Residual Error
Suggestion: Determine Line
bias of
and error for local conditions
Equality
& materials.
Line of Equality
18
16
14
18
Predicted Value
16
12
10
8
6
14
Predicted Value
4
2
0
0
12
2
Bias
4 6 8 10 12
10 M easured Value
8
6
4 Residual
2 Error
0
0 2 4 6 8 10
10 12
Measured Value
93
Calibration: Transfer Functions
Pavement Response Pavement Distress
TRANSFER
FUNCTION
 Stresses
 Fatigue Cracks
 Strains
 Rutting/Faulting
 Deflections
 Thermal Cracks
94
47
Calibration: How?
 Manual of Recommended Practice for Calibration of M-E Based
Models
 Confirming or adjusting the global calibration factors.
 Detailed and practical guidance to complete local calibration.
95
New and Emerging Technologies for Pavements

 Innovation – the act of introducing
something new
 Idea
 Method
 Device
 Once thoroughly mastered, it becomes
a standard
96
48
Innovation for Roadways
 Increases the life-cycle performance of the roadway element
 Reduces the cost of maintenance and rehabilitation
 Contributes to sustainable development
 Reduces the impact of construction work on the travelling public
and adjacent land use
 Improves construction worker safety
97
Evaluation of Innovations
 Monitoring and evaluation of the experience of others

 Simulation and modelling of innovation performance
 Laboratory testing and validation
 Accelerated testing of laboratory or field sites or samples (test
sections, test tracks, etc.)
 Full-scale construction and long-term monitoring of performance
98
49
Choices may have Costs….
 Steel slag was used as an aggregate for surface course asphalt mixes
– high frictional properties
 After 10 years of service, asphalt mixes were found to have extensive
cracking
 All slag mixes were removed at substantial cost
99
Choices may have Costs….
 Use of asbestos fibers in asphalt mixes

 Enhanced performance and extended service life
 Toxic during removal by milling for rehabilitation
100
50
Early Pavement Aging
101
102
51
103
Early Pavement Age Cracking
104
52
Many types of Innovations
Some Are Old and Making a Comeback
105
From Idea to Product
106
53
Innovation Around the World – Netherlands
 Road to the Future
 Rollpave
 ModieSlab
 Temporary Bridge Structures
107
Netherlands
 Pre-Fabricated Asphalt in Roll Form

 Prefabricated asphalt mat 30 mm in thickness
 Fast and easy to lay using specialized equipment
108
54
Netherlands
 Temporary Bridge Structures

 Repair of bridge joints and surfacing
 Variable heights from 2 to 3 meters
109
Belgium
 Air purifying pavement blocks –

photo catalytic (titanium dioxide) pavements
 Reacts to reduce carbon monoxide
110
55
Road to the Future Program
 Sponsor contractor competitions
 Rank and fund promising technologies
 Significant focus on noise reduction technologies
 Adaptation and use of “alternative” road construction materials
111
Charter of Innovation - France
 Government and industry share risks

 Annual request for innovation proposals
 Shared cost for innovation performance monitoring
 Four-year warranties for pavement preservation projects
112
56
Construction Processes - Germany
 Focus on improved “non-invasive” construction practices

 Hot on Hot Two-Layer Asphalt Paving (Kompakt Asphalt)
 Better Compaction
 High-quality bonding of two courses of hot laid asphalt
 Reduced surface course thickness, which saves high-quality asphalt
 Two-Layer Concrete Paving
113
Germany
114
57
Magnetic Imaging Tomography
 Magnetic imaging tools emit and detect magnetic fields

 Any metallic objects within proximity of the scan unit are identified
and can be measured
 Applications include:
 Measuring lift thickness
 Spatial location of dowel bars
115
Dowel Bar Alignment
Too Close
Joint Joint
Plan View Plan View
Too Far Angled Bars
Dowel Bar Spacing Horizontal Misalignment
116
58
Dowel Bar Alignment
Joint
Joint
Plan View Side View
Bars not Uniform

Across the Joint Cross Section
Side Shift Vertical Misalignment
117
Dowel Bar Alignment
118
59
MIT-Scan, Dowel Bar Location
119
Ground Penetrating Radar

Surface
Comma Delimited ASCII file, for

importing into any software
Bottom of Original
Asphalt
Recent Overlay
120
60
121
122
61
Using High Speed Radar for the Evaluation of
Asphalt Density
123
Using High Speed Radar for the Evaluation of

Asphalt Density
2.400 2.400
2.350
y = 0.3247x + 0.5849 2.350
R² = 0.7936
2.300
2.300
y = 0.3413x + 0.5758
Core Gmb
Core Gmb
2.250
R² = 0.8917
2.250
2.200
2.150 2.200
2.100 2.150
2.050 2.100
4.600 4.800 5.000 5.200 5.400 5.600
4.600 4.800 5.000 5.200 5.400
GPR Dielectric
GPR Dielectric
Low Density Medium Density High Density Low Density Medium Density High Density
SR 20 Results 2.400
2.380 SR 23 Results
2.360
2.340
y = 0.1645x + 1.5165
Core Gmb
R² = 0.8437
2.320
2.300
2.280
2.260
2.240
2.220
4.400 4.600 4.800 5.000 5.200 5.400
GPR Dielectric
Low Density Medium Density High Density
SR 222 Results
124
62
Other Uses for GPR
125
Other Uses for GPR
126
63
Other Uses for GPR
127
Other Uses for GPR
87 mm 125 mm
Depth Depth
128
64
Europe
 Permeable Pavements
129
Innovations - Permeable Pavements
130
65
Commuter Parking Lot
131
Car Dealership
132
66
United States
 Innovation Deployment Demonstration Program
 Moveable Barriers
 Full road closures to improve construction quality
 Innovative contracts (lane rental, A+B bidding, alternative technical
concepts)
 Self consolidating concrete
133
Innovation – United States
 Highways for Life

 Improve safety during and after construction
 Reduce Congestion
 Improve the quality of highway infrastructure
 Innovation Deployment Demonstration Program

 Prefabricated bridge elements
 Precast modular concrete panels
 Workzone safety and traffic flow
134
67
United States
135
Pre-Cast Concrete Slab Placement
 Widening of concrete pavement
136
68
 Precision levelling of base for pre-cast slabs
137
 Final compaction and levelling
138
69
 Slab placement
139
 Slab placement
140
70
Use of Levelling Bolt/Plates
La Guardia Airport
– 16 in., 12.5 by 25 ft
panels
- Generic levelling
bolt/plate system &
cementitious grout
Utah I-215
(2011)
–- Generic
levelling California current - )
bolt/plate –- proprietary levelling
system & bolt/plate system & high
polyurethane strength rapid setting
foam bedding cementitious bedding
141
FHWA Office of Innovative Program Delivery
 Use of drones for construction documentation
142
71
Microsurfacing
 Microsurfacing Fiberglass Reinforcement
143
Canada
 Synthetic Asphalt
144
72
Cupolex Pavement
145
Cupolex Pavement
146
73
In-Place Recycling
147
Emulsion Stabilization
148
74
Full-Depth Reclamation
149
Foaming Train Foamed Asphalt Stabilization
150
75
Asphalt Concrete Compaction
 Compaction of asphalt concrete to an appropriate density and

uniformity is one of the most important aspects of pavement
construction
 Differences in compaction can result from asphalt concrete mix
segregation or thermal segregation
 Lack of compaction can lead to numerous types of pavement defects
 These can reduce pavement service life and impact smoothness and
friction
151
 Segregation, leading to higher air

voids content, surface permeability
and oxidation
152
76
153
Temperature Uniformity and Segregation
 Temperature non-uniformity can affect the mat quality, which can lead
to localized distresses and poor ride quality
 The key is getting density and getting it uniformly
154
77
Temperature Differences
 Center lane thermal streaks caused
by insufficient quantity of mix under
the gear box of paver
155
Temperature Differences
 Longitudinal Thermal Segregation
156
78
Tools to Help – Intelligent Compaction
157
Use of Geosynthetics
 Separation
158
79
 Base reinforcement
159
 Crack treatments
160
80
 Subgrade reinforcement
161
 Embankment reinforcement
162
81
 Cellular confinement
163
3 - Dimensional Grids
164
82
Grids
165
166
83
 Shoulder reinforcing
167
 Driveway to garage floor slab reinforcing
168
84
 Utility protrusion reinforcing
169
 Roadway and recreational trail bridge approach reinforcement
170
85
High Friction Surfaces
 Horizontal curves represent less than 5 percent of U.S. highways

 More than 25 percent of fatal crashes occur on horizontal curves
 High Friction Surface Treatment (HFST) can be applied to improve
driver control in wet conditions
 Consist of high wear and polish resistant aggregate
 Typically steel slag fines or calcined bauxite and epoxy bonding agent
171

 Used for high accident areas to improve surface friction
172
86
 Approach areas to cross walks
173

 Can be “painted” or rolled on materials (steel slag fines or other high
friction aggregate)
174
87
Self Healing Materials
175
Self Healing Materials

 Many products on the market to “heal” old asphalt
 Surface sealers may be effective depending on the type
 In-situ full “rejuvenation” asphalt concrete surfaces is not possible
 Many sealers have different coefficients of thermal expansions and
can damage the pavement
176
88
Evaluation of Sidewalks and Recreational Trails
 Characterizes the quality of walking paths
 Identifies accessibility concerns and trip hazards and create GIS
maps of data
 Equipped with lasers collecting data at 1 mm resolution
 High resolution photos at regular intervals
177
Evaluation of Sidewalks and Recreational Trails
 Data collection at speed of ~ 2 mph
178
89
Promoting Innovation
 Foster collaboration between government, industry, and academia

 Partner to develop new policies, processes, and procedures to reduce
time and cost
 Recognize that innovation requires an investment
 Risks can be financial, technological, and commercial
179
Lessons Learned – Innovation Implementation
 Need to have committed project managers

 Care is needed when implementing an innovation from another
agency or location
 Translation of design procedures and specifications from one agency
to another requires care
 Local expertise is very important
 Public and private sector collaboration is important to achieve success
180
90
Lessons Learned – Innovation Implementation
 Innovations should be gradually implemented with careful evaluation

before widespread use
 A champion with standing in the industry and resources to drive the
implementation of innovative technology is important
 Adequate research and testing is critical
 Establishing standards and specifications will lead to more
widespread use
 Protection of patents and intellectual property is a key factor for
fostering innovation
181
Summary and Conclusions
 Awareness of an “issue” and willingness to pay for a solution

 Framework of Innovation
 Legal
 Procurement and policy
 Contract conditions and allotment
 The market will respond with creative solutions at a reasonable profit
182
91
Questions
dhein@rogers.com
183
92

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Design of New Flexible

David K. Hein, P.Eng., M.ASCE

 Experience, catalog, deflection and stresses and strains

 Need to consider frost in northern environment

 Factors affecting performance

 AASHTO 1993 Pavement Design Guide

Day 1 Exercise Results – Design Parameters and Layer

 Initial Serviceability: The higher the initial serviceability (smoothness),

 Smoother road surfaces reduce “bouncing” of vehicle tires which

 Terminal Serviceability: A lower terminal serviceability means that we

 A higher terminal serviceability means that the base pavement structure

Day 1 Exercise Results – Design Parameters and Layer

 Asphalt Layer Coefficient: Increases in layer coefficients with increase

Day 1 Exercise Results – Design Parameters and Layer

 Base Layer Coefficient: The impact of the increase or decrease in the

 Subbase Layer Coefficient: The large subbase thickness means that

Day 1 Exercise Results – Subgrade Support

Subgrade Type Modulus (MPa/psi) Life (Years)

 Pavement design life is significantly impacted by the support capability

Mechanistic-Empirical Pavement Design

 Compare results from different design procedures

 Assess the sensitivity of various inputs to pavement design

 Understand how to access and use the PaveXpress on-line pavement

 Empirical calibration ensures that it matches what is seen in the

 A large data set is used to calibrate pavement models used to

 The larger amount of data and mechanistic component allows for

Pavement Response Under Load

Surface  SUR d SUR

 Its not just about thickness!!!

 Comprehensive approach including structural and materials

 Improved handling of climatic effects, traffic loadings, and design

 Performance based on distress and ride quality

 Better characterization of existing pavements for rehabilitation design

 Direct consideration of drainage and subbase erosion

 Handles varying traffic characteristics

 Ability to incorporate available paving materials

 Ability to extrapolate from limited field and laboratory studies

Layer Properties Time/Traffic

Pavement Response Distress

 Distress dependent transfer functions

 Transfer functions classification:

Transfer Function Example

Damage  f Re sponse 

 Damage: The amount or percentage of life used up from one

 Life: The total number of traffic/environmental loadings that

Fatigue Damage Concept Exercise

Miner's Law Example

 Damage is computed using critical pavement responses

 Damage is summed using Miner’s equation or hypothesis

Incremental Damage Accumulation

 “Damage” over time: modeled as it occurs in nature—incrementally

 Divide design period into increments (year, season, within day/night)

 Changes over time are addressed

 Within each increment damage is computed using the structural

 Damage is summed using Miner’s equation

1. 2-3 axle bus

2. 5 axle single trailer truck (18 wheeler)

3. 5 or less axle multi-trailer trucks

Response-Distress – Flexible Pavements

Distress: Critical Response:

Pavement Ride Quality

Smoothness: International Roughness Index (IRI)

Trial Pavement Structure Analyses

Viable Alternative Outcome