Performance of CAL/APT Drained and Undrained Pavements Under HVS Loading

Harvey, John T.; Louw, L; Guada, Irwin; Hung, D; Scheffy, Clark

doi:10.3141/1615-02

Cited by 6 publications

(5 citation statements)

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“…Profile data at the interface of each layer show that the subbase thickness varied considerably between the four sections. Differences in subbase thickness were anticipated and reported in previous California Accelerated Pavement Testing reports (8).…”

Section: Trench Datasupporting

confidence: 64%

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Performance of Two Overlay Strategies Under Heavy Vehicle Simulator Trafficking

Harvey

Bejarano

2001

Transportation Research Record: Journal of the Transportation R

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The California Department of Transportation (Caltrans) has two primary strategies for the overlay of flexible pavements: overlay with dense-graded asphalt concrete (DGAC) and overlay with asphalt rubber hot mix gap graded (ARHM-GG). Caltrans ARHM-GG overlays typically are designed to be about half the thickness of DGAC overlays for a given set of conditions. The results of a study using heavy vehicle simulator trafficking to evaluate the relative performance of the two strategies for typical California conditions and to analyze the distress mechanisms are presented. The study showed that the half-thickness ARHM designs used by Caltrans are reasonable and that the primary distress mechanism is reflection cracking. Continued hardening of the asphalt-bound and unbound layers was shown to occur in the overlaid pavements. Details of deflection studies are included.

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Section: Trench Datasupporting

confidence: 64%

“…The Goal 1 test sections beneath the Goal 3 test sections were subjected to substantial trafficking before overlay. The condition of each section at the completion of Goal 1 trafficking is presented in detail in Harvey et al and briefly summarized in Table 4 for trafficking, cracking, and rutting (8).…”

Section: Pavement Structuresmentioning

confidence: 99%

Performance of Two Overlay Strategies Under Heavy Vehicle Simulator Trafficking

Harvey

Bejarano

2001

Transportation Research Record: Journal of the Transportation R

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“…The thickness of the subbase varied considerably across the sections. These differences were anticipated and described in previous reports (6)(7)(8)(9)(10). Design details of the wearing courses and underlying structures are presented elsewhere (12)(13)(14).…”

Section: Pavement Structuresmentioning

confidence: 54%

“…The layer thicknesses beneath the wearing courses were designed according to the Caltrans design method (1) for a subgrade R-value of 10 and a traffic index of 9 [1 million equivalent single-axle loads (ESALs)]. The thicknesses of the wearing courses are the same thicknesses designed according to the Caltrans overlay method (1) for the pavement sections that failed with the HVS under dry conditions (10). A full thickness was used for the DGAC layer and a half thickness reduction was used for the ARHM layer based on the full thickness of the DGAC layer.…”

Section: Pavement Structuresmentioning

confidence: 99%

Accelerated Pavement Testing of Drained and Undrained Pavements Under Wet Base Conditions

Bejarano

Harvey

2002

Transportation Research Record: Journal of the Transportation R

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The California Department of Transportation requires that all new flexible pavements include a 75-mm layer of asphalt-treated permeable base (ATPB) between the asphalt concrete and aggregate base layers. The purpose of the ATPB layer is to intercept water entering the pavement, either through cracks in the asphalt concrete or through high-permeability asphalt concrete, and to transport it out of the pavement before it reaches the unbound materials. Results are presented of a study using heavy vehicle simulator (HVS) trafficking to evaluate the performance of drained and undrained flexible pavements under wet conditions. A drained structure is a pavement section that contains an ATPB layer between the asphalt concrete and aggregate base. An undrained structure is a pavement section that does not contain an ATPB layer. Wet conditions intend to simulate approximate surface infiltration rates that would occur along the northwest coast of California during a wet month for a badly cracked asphalt concrete layer. Results of the accelerated pavement testing indicate that ATPB strips under combined conditions of wet base and heavy loading. Drained and undrained sections have similar pavement lives; however, the primary mode of failure for the drained section was surface rutting and for the undrained sections it was fatigue cracking.

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“…They also noted that the benefits of subsurface drainage are not evident for all sites or conditions. Harvey et al presented a laboratory study on the effect of drainage design on the pavement performance using the Heavy Vehicle Simulator (HVS) (16). They concluded that the undrained dense-graded aggregate base (DGAB) is slightly more resistant to rutting, and the one with permeable asphalt-treated base (PATB) exhibits a larger proportion of rutting in the asphalt bounded layer.…”

mentioning

confidence: 99%

Long-Term Effects of Subsurface Drainage on Performance of Asphalt Pavements

Gong

Lin

et al. 2021

Transportation Research Record: Journal of the Transportation R

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This study investigated the effects of subsurface drainage on the long-term performance of pavements. The Specific Pavement Study 1 (SPS-1) experiment of the Long-Term Pavement Performance Program (LTPP) was selected to extract performance data. Four types of cracking, rut depth, and International Roughness Index (IRI) were used as the performance indicators. Other relevant factors affecting the pavement performance were also considered: surface thickness, base type, base thickness, subgrade soil classification, total thickness, age, and climatic conditions. The significant factors to long-term performance were identified using two methods: exploratory data analyses and mixed-effects models (MEMs). Results from the analyses showed that drainage only substantially affected the transverse cracking (TC) and rutting and had little effect on the other performance indicators. Sections in the dry and non-freeze region had the best riding quality and exhibited the least alligator cracking, non-wheelpath longitudinal cracking (NWPLC), and TC, but this climatic condition worsened the wheelpath longitudinal cracking (WPLC). The use of drainage in sections from the wet-freeze (WF) region significantly retarded the development of distress. For drained sections, the base comprising an asphalt-treated base over a permeable asphalt-treated base (PATB) better sustained the smoothness and resisted rutting. For undrained sections, the asphalt-treated base was a superior alternative. Sections on sites with fine subgrade showed less WPLC, NWPLC, and TC, while those on coarse subgrade sites showed less alligator cracking and better riding quality. Sections on sites with fine subgrade showed less WPLC, NWPLC, and TC, while those on coarse subgrade sites showed less alligator cracking and better riding quality.

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Performance of CAL/APT Drained and Undrained Pavements Under HVS Loading

Cited by 6 publications

References 0 publications

Performance of Two Overlay Strategies Under Heavy Vehicle Simulator Trafficking

Performance of Two Overlay Strategies Under Heavy Vehicle Simulator Trafficking

Accelerated Pavement Testing of Drained and Undrained Pavements Under Wet Base Conditions

Long-Term Effects of Subsurface Drainage on Performance of Asphalt Pavements

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