10/7/2019

SOURCES OF PREMATURE PAVEMENT FAILURE

Construction Practices
&
Quality Control

Construction Practices Construction Practices

& &
Quality Control Quality Control

Inadequately Designed Pavements Will Fail Prematurely Inspite

Of Best Quality Control & Construction Practices

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WHAT IS PAVEMENT DESIGN

Strength

Safety

Comfort

How to make natural ground (soil)

strong enough to take traffic
loads?

Replace it? Improve it? Protect it?

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Asphalt Concrete Aggregate Base Course

Natural Soil (Subgrade)

Aggregate Subbase Course

RUDIMENTARY DEFINITION

Pavementt Thi
P Thickness
k Design
D i is i the
th determination
d t i ti off required
i d
thickness of various pavement layers to protect a given soil
condition for a given wheel load.
Given Wheel Load

150 Psi
Asphalt Concrete Thickness?
Base Course Thickness?
Subbase Course Thickness? 3 Psi

Given In Situ Soil Conditions

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PAVEMENT DESIGN PROCESS

Climate/Environment

Load Magnitude
Traffic
Volume
Asphalt Concrete
Base
Material
Properties Subase
Roadbed Soil (Subgrade)

Comprehensive Definition
Pavement Thickness
Design is the
Truck
determination of
thickness of various
pavement layers (various Asphalt Concrete Thickness ?
paving materials) for a
given soil condition and Base Course? Thickness ?
the predicted design
traffic that will provide Sub-base Course Thickness ?
the desired structural and
functional performance • Pavement Design Life = Selected
over the selected
pavement design life. • Design Traffic = Predicted
• Structural/Functional Performance = Desired

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WHAT DO WE MEAN BY ?

 SELECTED DESIGN LIFE

DESIGN LIFE OF CIVIL ENGINEERING STRUCTURES?

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Each traffic load repetition causes a certain

amount of damage to the pavement structure Thus, pavements are
that gradually accumulates over time and designed to perform
eventually leads to the pavement failure. f a certain
for t i life
lif span
before reaching an
They are subjected unacceptable degree
to moving traffic of deterioration
loads that are
repetitive in
nature
In other words,
pavements are
Pavements are designed to fail.
alive Hence, they have a
structures certain design life.

WHAT DO WE MEAN BY ?

 SELECTED DESIGN LIFE

 DESIRED STRUCTURAL AND

FUNCTIONAL PERFORMANCE

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FUNCTIONAL PERFORMANCE CURVE

Perfect Rehabilitation
Unacceptable
e Quality
Ride limit

Traffic/ Age

STRUCTURAL PERFORMANCE CURVE

Rehabilitation Structural
Failure
Structural
Damage

Perfect Traffic/ Age

COMPONENTS OF TOTAL ROAD TRANSPORT

COSTS IN THE ECONOMY

15 0%
15.0% 25 0%
25.0%
Construction
Maintenance

Operation
10.0%

50 0%
50.0% Fuel Consumption
Oil Consumption
Tyres Wear & Tear
Parts Replacement
Vehicle Depreciation
Travel Time
Accidents

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WHAT DO WE MEAN BY ?

 SELECTED DESIGN LIFE

 DESIRED STRUCTURAL AND

FUNCTIONAL PERFORMANCE

 PREDICTED DESIGN TRAFFIC

Traffic Loads Characterization

Pavement Thickness Design Are Developed

To Account For The Entire
Spectrum Of Traffic Loads

Cars Pickups Buses Trucks Trailers

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13.6 Tons
Failure = 10,000 Repetitions

11.3 Tons
Failure = 100,000 Repetitions

4.5 Tons
Failure = 1,000,000 Repetitions

2.3 Tons
Failure = 10,000,000 Repetitions
4.5 Tons
13.6 Tons
Failure = Repetitions ?
11.3 Tons 2.3 Tons

RELATIVE DAMAGE CONCEPT

Equivalent
18000 - Ibs Damage
g p per
S
Standard ESAL
SA Pass = 1
(8.2 tons)
Axle Load

• Axle loads bigger than 8.2 tons cause damage greater

than one p
per p
pass
• Axle loads smaller than 8.2 tons cause damage less than
one per pass
• Load Equivalency Factor (L.E.F) = (? Tons/8.2 tons)4

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Consider two single axles A and B where:

A-Axle = 16.4 tons
 Damage caused per pass by A -Axle = (16.4/8.2)4 = 16
 This means that A-Axle causes same amount of damage per
pass as caused by 16 passes of standard 8.2 tons axle i.e,

=
16.4 Tons 8.2 Tons
Axle Axle

Consider two single axles A and B where:

B-Axle = 4.1 tons
 Damage caused per pass by B-Axle = (4.1/8.2)4 = 0.0625
 This means that B-Axle causes only 0.0625 times damage per
pass as caused by 1 pass of standard 8.2 tons axle.
 In other works, 16 passes (1/0.625) of B-Axle cause same amount
of damage as caused by 1 pass of standard 8.2 tons axle i.e.,

=
4.1 Tons Axle 8.2 Tons Axle

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AXLE LOAD & RELATIVE DAMAGE

75.2
80

63.4
ASS 70

53.1
AMAGE PER PA
60

44.1
1
5
50

36.3
29.5
40

23.8
18.9
30

14.9
11.5
20

8.7
DA

6.5
4.7
3.3
2.3

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1.1
1.0

0
8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
SINGLE AXLE LOAD (Tons)

PAVEMENT THICKNESS DESIGN APPROACHES

MECHANISTIC-
MECHANISTIC
EMPIRICAL
EMPIRICAL
PROCEDURE
PROCEDURE

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EMPIRICAL PROCEDURES
• These procedures are derived from experience (observed field
performance) of in-service pavements and or “Test Sections”
• These procedures define the interaction
A gi
given
en set of
Pavement paving materials
performance, traffic for and soils,
between geographic
loads & pavement
thickness location and
climatic
conditions
• These
Th procedures
d are only accurate
t for
f the
th exactt conditions
diti
for which they were developed and may be invalid outside the
range of variables used in their development.
• EXAMPLE
•AASHTO Procedure (USA)
•Road Note Procedure (UK)

MECHANISTIC-EMPIRICAL PROCEDURES
 These procedures, as the name implies, have two parts:
=> A mechanistic part in which a structural model
(theory) is used to calculate stresses, strains and
deflections induced by traffic and environmental
loading.
=> An empirical part in which distress models are used
to predict the future performance of the pavement
structure.

 The distress models are typically developed from the

laboratory data and calibrated with the field data.

 EXAMPLES
• Asphalt Institute Procedure (USA)
• SHRP Procedure (USA)

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AASHTO PROCEDURE

 Empirical Procedure developed through statistical

analysis of the observed performance of AASHTO
Road Test Sections.
Sections

 AASHTO Road Test was conducted from 1958 to 1960

near Ottawa, Illinois, USA.

 234 “Test Sections” (160 feet long), each

incorporating a different combination of
thicknesses of Asphalt Concrete, Base Course and
Subbase Course were constructed and trafficked
to investigate the effect of pavement layer
thickness on pavement performance.

North
Frontage Road Maintenance Building Proposed FA 1 Route 80

Loop 4 23
Loop 5
L
Loop 3 L
Loop 6
2 1
US
Army Barracks US
6 71
178 6
AASHO Adm’n Frontage Road
Ottawa
71 23
Utica

Pre-stressed /
Test Tangent Reinforced Concrete
Flexible
X X
X X
X X
X X
Rigid
Steel I-Beam Test Tangent

Typical Loop

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AASHO ROAD TEST CONDITIONS

ENVIRONMENT
•Climate -4 to 24oC
•Average Annual Precipitation 34 Inches (864 mm)
•Average Frost Penetration Depth 28 Inches

Soil
•Classification A-6/A-7-6 (Silty-Clayey)
•Drainage Poorly Drained
•Strength 2-4 % CBR (Poor)

Pavement Layer Materials

•Asphalt Concrete AC a1 = 0.44
•Base Course Crushed Stone a2 = 0.14
•Subbase Course Sandy Gravel a3 = 0.11

AXLE WEIGHTS & DISTRIBUTIONS USED ON VARIOUS LOOPS OF THE ASSHO ROAD TEST
LOOP LANE
WEIGHT IN TONS
1
2 LOAD LOAD FRONT AXLE LOAD AXLE GROSS WEIGHT
0.9 0.9 1.8
2
FRONT LOAD
0.9 2.7 3.6
1
3 FRONT LOAD
1.8 5.5 12.7
LOAD

2.7 10.9 24.6

FRONT LOAD LOAD

1
4 FRONT LOAD LOAD
2.7 8.2 19.1

FRONT LOAD LOAD

4.1 14.6 33.2

1
5 FRONT LOAD LOAD
2.7 10.2 23.2

FRONT LOAD LOAD

4.1 18.2 40.5

1 4.1 13.6 31.4

6 FRONT LOAD LOAD

5.5 21.8 49.1

FRONT LOAD LOAD

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AASHO ROAD TEST

• “Test Sections” were subjected to 1.114 million applications of load.
• Performance measurements (roughness, rutting, cracking etc.) were
taken at regular intervals and were used to develop statistical
performance prediction models that eventually became the basis for the
current AASHTO Design procedure.
• AASHTO performance model/procedure determines for a given soil
condition, the thickness of Asphalt Concrete, Base Course and Subbase
Course needed to sustain the predicted amount of traffic (in terms of 8.2
tons ESALs) before deteriorating to some selected level of ride quality.
RIDE QUALITY

Initial
Asphalt Concrete = ?
Base = ?
Terminal
Subbase = ?
ESALs Soil

LIMITATIONS OF THE AASHTO EMPIRICAL PROCEDURE

AASHTO being an EMPIRICAL

procedure is applicable to the
AASHO Road TEST conditions
under which it was developed.

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LIMITATIONS OF THE AASHTO EMPIRICAL PROCEDURE

TRAFFIC

 AASHO Road Test sections were subjected to only

1.114 million applications of loads ranging 1-14 tons
on single & 11-22 tons on tandem axles.

 INHERENTLY,
INHERENTLY thus,
th AASHTO Procedure
P d i incapable
is i bl
of providing design for greater loads, particularly,
those existent in developing countries.

Traffic Loading Comparison

AASHTO ROAD TEST Vs PAKISTAN

Max Max Max Max Max

Single Tandem Tridem Truck Tire
Axle Axle Axle Gross Press.
(Tons) (Tons) (Tons) (Tons) (psi)

AASHTO 14.0 22.0 None 50.0 85.0

PAKISTAN 22.0 44.0 50.0 80.0 >150.0

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STRESSES IN FLEXIBLE PAVEMENTS

VARIATION OF VERTICAL STRESS WITH DEPTH
BOUSSINESQUE PROBLEM
1.18 Tons 100psi
Vertical Stress (psi)
0 40 80 120 160 200
0
5
36.4 Tons 100psi
10
15 36.4 Tons 200psi
20 1.18 Tons 200psi

25
30
35
40
45
50

COMPARISON OF TRUCK DAMAGE

PAKISTAN Vs USA

1 7 13 19

2 8 14
20
3 9 15

4 10 16
21

5 11 17

6 12 18 22

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Truck Damage Factors in Pakistan & USA

Truck Axle Configuration

g Truck Truck Truck
Type Factor Factor Factor
Pakistan USA Ratio
2-Axle Both Single Axles 4.67 0.21 22.2
3-Axle One Single & One Tandem 8.84 1.59 5.6
4-Axle All Single Axles 12.99 1.32 9.8
4-Axle Two Single & One Tandem 10.35 1.32 7.8
5-axle One Single & Two Tandem 14.73 1.39 10.6
6-Axle One Single, One Tandem 10.90 1.39 7.8
& One Tridem Axle

LIMITATIONS OF THE AASHTO EMPIRICAL PROCEDURE

MATERIALS

 AASHO Road Test used a specific set of paving

materials & one soil.

 Since materials & soils available locally may not

necessarily be identical to those used in the AASHO
Road Test, extrapolation of performance for general
applications is a questionable proposition.

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LIMITATIONS OF THE AASHTO EMPIRICAL PROCEDURE

CLIMATE

 AC pavements display thermoplastic properties i.e,

they become softer at elevated temperatures & harder
at low temperatures.

 AASHTO Road Test site temperature varied between

-4 oC to 24 oC

Thus, AASHTO Procedure is NOT APPLICABLE to hot

climatic regions.

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