Recalibration of the JPCP Cracking and Faulting Models in the AASHTO Pavement ME Design Software

Mallela, Jagannath; Titus-Glover, Leslie; Bhattacharya, Biplab B.; Gotlif, Alex; Darter, M I

doi:10.1061/9780784479926.105

Cited by 2 publications

(3 citation statements)

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“…The expected life difference was calculated assuming series 3 (6.9% air voids) is normal in-place density. The decrease in laboratory fatigue life resulting from increased air voids is in the range of what was seen by Linden et al and Mallela et al ( 7 , 8 ). The increase in laboratory fatigue life resulting from improved density is in the range of what other researchers have seen in laboratory fatigue testing ( 10 , 12 , 13 ).…”

Section: Pavement Performancesupporting

confidence: 49%

“…A field study in Washington state has shown that a 1% increase in air voids (over the base air void level of 7%) tends to reduce pavement life by 10% ( 7 ). A similar field study was conducted in Colorado, U.S., and they saw that a 1% increase in air voids (over the base air void level of 7%) showed a 35% reduction in pavement life ( 8 ). Based on a literature survey, Brown said it best, “The amount of air voids in an asphalt mixture is probably the single most important factor that affects performance throughout the life of an asphalt pavement.…”

Section: Introductionmentioning

confidence: 85%

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Impact of Improved Density on Pavement Design Response for Low-Volume Roads/Non-Primary Routes

Bausano

Blankenship

Rowe³

2022

Transportation Research Record: Journal of the Transportation R

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Hughes said “Compaction is the single most important factor that affects pavement performance in terms of durability, fatigue life, resistance to deformation, strength, and moisture damage.” Past research studies have shown that a 1% decrease in air voids was estimated to improve the fatigue performance of asphalt pavements between 8.2% and 43.8%. Tran et al. quoted: “A 1% decrease in air voids was estimated to extend the service by conservatively 10% .” The objective of this research study is to show the impact of varying density properties using the concept of expected life difference. Fatigue life will be evaluated using the traditional fatigue life prediction equations and an advanced mechanistic empirical model (i.e., AASHTO Pavement ME). Dynamic modulus is the main input for conducting a pavement analysis and/or design when using AASHTO Pavement ME. The dynamic modulus data was generated from an extensive laboratory density study sponsored by Kentucky Transportation Cabinet. The air voids of the dynamic modulus samples varied from 11.4% to 3.9%. This study forms a framework for a highway agency, city, and county engineer if they are looking for an engineering solution as to why they should improve their in-place density specifications and what that impact is, using mechanistic empirical design procedures.

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Section: Pavement Performancesupporting

confidence: 49%

Section: Introductionmentioning

confidence: 85%

Impact of Improved Density on Pavement Design Response for Low-Volume Roads/Non-Primary Routes

Bausano

Blankenship

Rowe³

2022

Transportation Research Record: Journal of the Transportation R

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“…As part of a more recent study to calibrate the AASHTOWare Pavement ME Design for the Colorado Department of Transportation, Mallela et al developed a correlation between pavement service life and in-place density ( 7 ), as shown in Table 2. The service life of asphalt pavements analyzed was significantly affected when the in-place density was below 93.0%.…”

Section: How Much Density Is Enough?mentioning

confidence: 99%

Optimizing In-Place Density Through Improved Density Specifications

Aschenbrener

Tran

2020

Transportation Research Record: Journal of the Transportation R

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The objective of this research was to (1) determine critical requirement(s) for in-place density based on a review of the literature; (2) analyze density test results shared by state highway agencies (SHAs) across the country to identify state specifications that minimize density results failing the identified critical requirement; and (3) document specification parameters that are important to achieve the critical requirement to share with SHAs that are interested in improving their density specifications. Based on prior research, the minimum density of an asphalt mixture should be 92.0% of the theoretical maximum specific gravity, as density below this critical level would have a detrimental effect on the long-term performance of the mix. Twelve SHAs identified thus far in this research have successfully adopted density specifications that minimize the number of test results below the 92.0% threshold. The statewide density results below the threshold in these states ranged from 3.1 to 11.0%. The density specifications in the 12 states play an important role in achieving these results as discussed in the paper. The case study presented in this paper showed that the density results below the identified threshold for a state in the Federal Highway Administration (FHWA) Demonstration Project decreased from 20.0% to only 5.7% with an improved density specification. There are likely more states with test results like those identified, and they will be added as they are identified in the future. In addition, more states will be added as they make improvements to their density specifications through this effort.

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Recalibration of the JPCP Cracking and Faulting Models in the AASHTO Pavement ME Design Software

Cited by 2 publications

References 0 publications

Impact of Improved Density on Pavement Design Response for Low-Volume Roads/Non-Primary Routes

Impact of Improved Density on Pavement Design Response for Low-Volume Roads/Non-Primary Routes

Optimizing In-Place Density Through Improved Density Specifications

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