Fatigue and Rutting Analysis of Asphaltic Pavement Using “KENLAYER” Software

Rind, Touqeer Ali; Jhatial, Ashfaque Ahmed; Sandhu, Abdul Razzaque; Bhatti, Imtiaz Ali; Ahmed, Sajeel

doi:10.2478/jaes-2019-0024

Cited by 10 publications

(5 citation statements)

References 6 publications

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“…This study only focuses on the flexible pavement where their layer materials are linearly elastic under load application. With respect to flexible pavements, the current failure criteria are the tensile strain at the bottom of the asphalt surface and the compressive strain at the top of the subgrade [10]. Tensile strain at the bottom of asphalt surface is used to predict and control fatigue cracking of the asphalt surface [3].…”

Section: Pavement Responsesmentioning

confidence: 99%

A Comparison Between Pavement Responses From the Falling Weight Deflectometer and Those From Truck Loading Based on the Layered Elastic Analysis

Thinn¹

2023

GEOMATE

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Pavement responses e.g., surface deflections, tensile strains, and compressive strains etc. were determined from the multi-layered elastic analysis (LEA). The LEA has been widely accepted in most mechanistic design and performance analysis of the road pavements, where their structures were assumed to be homogenous, isotropic, linear-elastic, and finite thickness with modulus of elasticity and Poisson's ratio. The falling weight deflectometer (FWD) is a traditional tool for the structural condition evaluation of road pavements. In Thailand, a typical FWD loading stress of 700-800 kPa was practically adopted by the Department of Highways, while a tandem axle-dual wheel having a 690 kPa (100 psi) tire pressure and a 100 kN (10 metric tons) single axle load generated by the standard 10-wheel Thai truck (e.g., legal load permit of 25-ton gross weight) was considered in the pavement design and analysis. The objective of this paper is therefore to compare the pavement responses from the FWD and the standard Thai truck loads based on the LEA. Comparison results indicated that the average error was about 10% for 800-kPa FWD-standard Thai truck deflections, while 21% for 700-kPa FWD-standard Thai truck deflections. In case of tensile strain at the bottom of thin asphalt surface, the average error was respectively 2% and 14% for 800-kPa FWD-standard Thai truck and 700-kPa FWD-standard Thai truck. However, for thick asphalt surface, the average error was respectively 38% and 21% for 800-kPa FWD-standard Thai truck and 700-kPa FWD-standard Thai truck. In case of the compressive strain above the subgrade, the average error ranged from 7 to 11% for 800-kPa FWDstandard Thai truck and 8 to 12% for 700-kPa FWD-standard Thai truck.

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Section: Pavement Responsesmentioning

confidence: 99%

A Comparison Between Pavement Responses From the Falling Weight Deflectometer and Those From Truck Loading Based on the Layered Elastic Analysis

Thinn¹

2023

GEOMATE

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“…Fatigue cracking is based on tensile strain at the bottom of the asphalt layer, and permanent deformation is based on compressive strain on top of the subgrade according to the damage analysis for pavement design life prediction [59]. The Asphalt Institute provided one of the damage coefficients.…”

Section: Kenpavementioning

confidence: 99%

Roadway Pavement Design Methods, Structural Approaches and Relevant Computer Algorithms: A Critical Review

Mensahn¹,

Wada²,

Lugeiyamu³

2022

IJTET

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Transport and international agencies invest millions of dollars on road projects to support countries develop their infrastructure; therefore, it is important to ensure longer service life and value for money. The primary function of the pavement structure is to keep distresses, including fatigue cracking and permanent deformation, to an acceptable limit so that the pavement can withstand applied vehicle load and repetitions during the service duration. Furthermore, the layered structure of the pavement is intended to ensure that the vehicle contact pressure is distributed in such a way that critical responses at the bottom layer of the pavement are low enough to avoid severe damage. Two typical procedures associated with roadway pavement design are empirical-based and structural analysis methods. However, the empirical-based methods have significant shortcomings, as predicting the mode and extent of pavement performance becomes a major challenge. Alternatively, the structural analysis methods have advanced extensively with computers since they consider crucial factors such as traffic loads, material characteristics and environmental conditions. The imputation of these parameters into the computer algorithm contributes to a better understanding of the mechanical performance of constituent pavement material responses. The predicted responses enable highway engineers to select appropriate pavement compositions that will deteriorate at a satisfactory level during the time of service. The most common structural analysis approaches are analytical modelling and numerical simulation. On the other hand, differences in analysis results generation using these approaches have been a notable concern. This review article presents a synopsis of typical pavement design methods and the problem connected with them; structural approaches to identify factors influencing their accuracy. Furthermore, computer algorithms use due to their usefulness, and the assumptions of layered theories employed in pavement structural design are discussed to uncover potential drawbacks for future upgrades.

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“…Stress is influenced by the modulus of elasticity, thickness of the pavement layer, Poisson's ratio, and traffic load. An increase in axle loads decreases the service life drastically [12], while an increase in the thickness of the pavement layer, both the surface and the base layers, will reduce the stress and strain values on the pavement [13][14][15]. Besides, an increase in the modulus of elasticity of the pavement layer can reduce the strain value on the pavement [16].…”

Section: Damage Analysismentioning

confidence: 99%

Analysis of Remaining Service Life for Flexible Pavement Using Mechanistic-Empirical Methods

Rahmawati¹

2021

GEOMATE

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This study aims to analyze pavement performance to predict the remaining service life and its handling. This research utilized mechanistic-empirical methods, specifically the KENPAVE program to analyze the strain on the pavement, the AASHTO 1993 to predict the remaining service life, and the 2017 Road Pavement Design Manual (MDP 2017) to recommend alternative treatments in the form of new pavement. This study discovered a horizontal tensile strain value of 0.0002998 and a vertical compressive strain of 0.0004022. Using the Asphalt Institute equation, the repetition value of the fatigue cracking load was 1,047,484.63 ESAL, and the repetition value of rutting load was 2,172,928.92 ESAL. Prediction of remaining service life due to traffic loads using the AASHTO 1993 equation yielded a residual service life value of 1.03% fatigue cracking in the second year and the remaining rutting service life of 24.79% in the third year. The results revealed that the pavement was unable to withstand traffic loads according to the planned age. Therefore, MDP 2017 was used to provide alternative treatments and resulted in the alternative handling presented, recommended as a treatment for the study site.

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Fatigue and Rutting Analysis of Asphaltic Pavement Using “KENLAYER” Software

Cited by 10 publications

References 6 publications

A Comparison Between Pavement Responses From the Falling Weight Deflectometer and Those From Truck Loading Based on the Layered Elastic Analysis

A Comparison Between Pavement Responses From the Falling Weight Deflectometer and Those From Truck Loading Based on the Layered Elastic Analysis

Roadway Pavement Design Methods, Structural Approaches and Relevant Computer Algorithms: A Critical Review

Analysis of Remaining Service Life for Flexible Pavement Using Mechanistic-Empirical Methods

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