The Influence of Base Layer Thickness in Flexible Pavements

Al-Sherrawi, Mohannad H.

doi:10.48084/etasr.4573

Cited by 4 publications

(1 citation statement)

References 13 publications

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“…Rutting is the most dangerous pavement distress and is influenced by vehicles' paths. It loosely defined as longitudinal despairs in wheel pathways as a result of continued densification by traffic [3]. Rutting is the most frequent issue on asphalt surfaces, particularly during warmer weather.…”

Section: Introductionmentioning

confidence: 99%

Performance Prediction of Flexible pavement against Rutting Using Finite Element Method. A Case of Nakamte to Gedo Road

Garoma,

Fentahun,

Kumar

2024

Preprint

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The major goal of this work was to forecast the rut depth on road pavements under various loading, material, and temperature conditions. It is believed that the pavement system consists of multiple elastic layers, each of which has a specific Resilient Modulus (MR) and Poisson ratio. The commonly used CBR and ERA/AASHTO design guide charts for evaluating the total required trial depth, sub-grade modulus, and other bound and unbound layers’ resilient modulus control the empirical data used for analysis in the software. Trial depths used in all models for analysis using finite elements were in line with the standardized minimum thickness for the pavement’s individual layers in practice. At the later stage of the research, predictive rutting distress for all models derived from finite element analysis were plotted to see how they react to the series of required data when varied (CBR of: sub grade (5–7%), sub base (20–45%), base course (50–80%) and asphaltic concrete layer (3100MPa to 3500MPa), axle load: single axle to tandem, depth of sub-base and base course were varied from 150 mm to 180 mm) and while some were kept constant (temperature 30oC). Predictive rutting calculated ranged from (1.989 to 4.51 x 10^-6) mm. To improve pavement resistance to rutting and other distresses, there must be a considerable increase in the resilient modulus of individual layers. From this research, an increase in pavement subgrade and subbase CBR gave a more positive result. High traffic loads could cause the road to rut faster. This was detected when the axle arrangement was changed from single to tandem axles. The results given were still valid, and they could be used to project the rutting depth for any number of loading repetitions using linear progression. Rutting depths derived were quite small due to the low load repetition modeled during simulation.

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Section: Introductionmentioning

confidence: 99%

Performance Prediction of Flexible pavement against Rutting Using Finite Element Method. A Case of Nakamte to Gedo Road

Garoma,

Fentahun,

Kumar

2024

Preprint

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Expansive clay subgrade soil improvement using municipal solid waste fly ash: Experimental and numerical approach

Melese,

Jida,

Beyene

et al. 2024

Environmental Challenges

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A Finite Element Analysis for Investigating the Effects of Moving Loads on Flexible Pavements

Saha,

Hossain,

Nibir

2024

AJTTE

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To assist researchers in solving challenging structural mechanics engineering problems, finite element modeling (FEM) has grown to be a very popular technique. The several layers of various materials that make up a pavement's complicated structure and affect how it responds to stress have an impact on how it behaves. In this study, finite element analysis is done on a real existing road which is named Nowhata-Chowmasia road, situated in Rajshahi, Bangladesh. FEM is used to study this flexible pavement, which consists of 7 layers (surface, binder, base type-1, base type-2, sub-base, enhanced subgrade, and subgrade). The effect of the depth of the base layer on vertical stresses and displacements is examined using the ABAQUS/CAE 2017 modeling and simulation program. The base layer of the real existing road is 150 mm provided by the Roads and Highways Department (RHD) Rajshahi, Bangladesh. The analysis is done by measuring stress and displacement under wheel load by decreasing the base layer thickness to 100 mm and further increasing it to 200 mm. The modeling approach assumes that all materials function in a linear elastic manner. The Poisson's ratio, layer thickness, and material elastic modulus are the major inputs used in the modeling procedure. In this work, flexible pavement is simulated using a conventional axle load of 100 kN, which corresponds to a single four-wheeled axle. Finally, FEM analysis showed that the maximum stresses are 0.35 MPa, 0.27 MPa, and 0.21 MPa and maximum displacements are 0.52 mm, 0.34 mm, and 0.21 mm for 100 mm, 150 mm, and 200 mm base layer thickness respectively. So, for the increase of base layer thickness the stress and displacement are decreased.

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The Influence of Base Layer Thickness in Flexible Pavements

Cited by 4 publications

References 13 publications

Performance Prediction of Flexible pavement against Rutting Using Finite Element Method. A Case of Nakamte to Gedo Road

Performance Prediction of Flexible pavement against Rutting Using Finite Element Method. A Case of Nakamte to Gedo Road

Expansive clay subgrade soil improvement using municipal solid waste fly ash: Experimental and numerical approach

A Finite Element Analysis for Investigating the Effects of Moving Loads on Flexible Pavements

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