Disposed waste materials remained from demolished buildings have been an environmental problem especially for developing countries. Recycled Cement Concrete (RCC) is one of the abundant components of waste materials that include quality aggregates. Use of RCC in asphalt concrete pavements is economically a feasible option as it not only helps in recycling waste materials but also preserves natural resources by fulfilling the demand for quality aggregate in pavement constructions. However, due to variability in RCC characteristics, a detailed evaluation of its effect on asphalt concrete performance is required. In this study, effect of RCC content on rutting potential of asphalt concrete is investigated using laboratory prepared specimens. Rutting susceptibility of the specimens is determined using repeated creep tests performed in the uniaxial stress mode. Because of the aspect ratio requirements for the repeated creep test, the standard Marshall mix design procedures were modified based on the energy concept by changing the compactor device and the applied design number of blows. The modified specimens were tested to determine a number of parameters that can describe the rutting behavior of the tested mixes. The findings indicate that slope constant and flow number give relatively stronger relationships with rutting behavior as compared to the other rutting parameters. While increasing the RCC content yields improved rutting performance for coarse graded specimens, it dramatically reduces the performance for fine graded specimens.

Pavement damage due to heavy loads on thaw weakened flexible pavements is a major concern for road agencies in Western Canada. To protect weaker, low volume roads, agencies impose spring weight restrictions (SWR) during the spring thaw to reduce pavement damage. While SWR may be cost effective for highway agencies, reducing the spring weight allowances can have a major impact on truck productivity and shipping costs. Therefore an improved process that links SWR loads to pavement damage, and based on limiting failure strain, is required. This thesis developed Local mechanistic-empirical damage models to predict fatigue and rutting failure on two spring weight restricted (SWR) flexible pavements in Manitoba. The Local damage models were used to assess the SWR loads that regulate commercial vehicle weights in Manitoba based on a limiting strain relationship between truck loads and damage. The Local damage models and a calibrated Finite Element Model (FEM) were used to predict the equivalent single axle load (ESAL) repetitions to fatigue and rutting failure at varying B-Train axle loads at the Manitoba sites. The Local model predictions were compared to predictions from the Asphalt Institute (AI) and Mechanistic Empirical Design Guide (MEPDG) damage models. The results of the analysis showed that for each 1% increase in load, there was a corresponding 1% increase in strain, and up to 3% decrease in ESAL repetitions to failure, depending on the Local, AI, or MEPDG damage models. The limiting failure strains, computed from the Local model for design ESALs of 100,000, were 483μm/m and 1,008μm/m for fatigue and rutting failure, respectively. For the Manitoba sites, the predicted FEM strains at B-Train normal and SWR loads were higher than the Local model limiting strains. Therefore the Manitoba ii SWR loads regulating B-Train operations on the two pavements during the spring period appeared to be reasonable. It is recommended that the research findings be verified with further calibration and validation of the Local damage model using a larger data set of low volume flexible pavements. A strain-based concept on how to manage the SWR regime in Manitoba based on the limiting strains was developed and presented.

Pavement damage due to heavy loads on thaw weakened flexible pavements is a major concern for road agencies in Western Canada. To protect weaker, low volume roads, agencies impose spring weight restrictions (SWR) during the spring thaw to reduce pavement damage. While SWR may be cost effective for highway agencies, reducing the spring weight allowances can have a major impact on truck productivity and shipping costs. Therefore an improved process that links SWR loads to pavement damage, and based on limiting failure strain, is required. This thesis developed Local mechanistic-empirical damage models to predict fatigue and rutting failure on two spring weight restricted (SWR) flexible pavements in Manitoba. The Local damage models were used to assess the SWR loads that regulate commercial vehicle weights in Manitoba based on a limiting strain relationship between truck loads and damage. The Local damage models and a calibrated Finite Element Model (FEM) were used to predict the equivalent single axle load (ESAL) repetitions to fatigue and rutting failure at varying B-Train axle loads at the Manitoba sites. The Local model predictions were compared to predictions from the Asphalt Institute (AI) and Mechanistic Empirical Design Guide (MEPDG) damage models. The results of the analysis showed that for each 1% increase in load, there was a corresponding 1% increase in strain, and up to 3% decrease in ESAL repetitions to failure, depending on the Local, AI, or MEPDG damage models. The limiting failure strains, computed from the Local model for design ESALs of 100,000, were 483μm/m and 1,008μm/m for fatigue and rutting failure, respectively. For the Manitoba sites, the predicted FEM strains at B-Train normal and SWR loads were higher than the Local model limiting strains. Therefore the Manitoba ii SWR loads regulating B-Train operations on the two pavements during the spring period appeared to be reasonable. It is recommended that the research findings be verified with further calibration and validation of the Local damage model using a larger data set of low volume flexible pavements. A strain-based concept on how to manage the SWR regime in Manitoba based on the limiting strains was developed and presented.

No description available.

Asphalt mixture microstructure is formed by aggregates, bitumen binder and air voids. Aggregates make for up to 90% of the mixtures volume and the structure formed by them will depend mostly on their size distribution and shape. The study presented in this thesis has as main objective to develop a framework that allows the characterization of asphalt mixtures based on the aggregates gradation and its impact on pavement performance. Moreover, the study aims to identify the range of aggregate sizes which form the load carrying structure, called Primary Structure, and determine its quality. The method has been developed as a numerical procedure based on packing theory of spheres. Parameters like porosity, coordination number and disruption factor of the Primary Structure; and a binder distribution parameter for the different sub-structures have been used to evaluate the quality of the load carrying structure and predict the impact on several failure modes. The distribution of bitumen binder has been derived from a geometrical model which relates porosity of the mixture with film thickness of particles considering the overlapping reduction as the film grows. The model obtained is a closer approximation to a physical characteristic of the compacted mixture separated according to different elements of the structure. The framework has been evaluated on several field and laboratory mixtures and predictions have been made about their rutting performance and moisture resistance. The calculated parameters have compared favourably with the performances reported from the field and laboratory testing. The developed gradation analysis framework has proven to be a tool to identify those mixtures with a poor rutting performance based on the gradation of the aggregates. The Gradation - Based Framework has satisfactory distinguished between good and bad performance of asphalt mixtures when related to permanent deformation and moisture damage. The calculated parameters have allowed identifying and understanding the main mechanisms and variables involved in permanent deformation and moisture damage of asphalt mixtures. The developed model can be used as a tool to determine the optimal gradation to assure good performance for hot mix asphalt pavements. / QC 20120626

Intersections often experience severe rutting in the asphalt concrete layers due to slow moving, high loads, acceleration, deceleration and turning. This thesis aims to investigate the effectiveness of grouted macadam, open graded asphalt with its voids filled with cement grout, as a pavement material at intersections. This was done by investigating the properties of grouted macadam through a literature review and performing a life-cycle cost analysis comparing grouted macadam and asphalt concrete as pavement materials at an intersection. Grouted macadam is found to be similar to asphalt concrete concerning the relation between stiffness and temperature and frequency as well as fatigue behaviour. The main differences are that grouted macadam is stiffer, stronger and not prone to rutting. Thus it would be suitable to address rutting problems. The main drawbacks are that construction demands extra time and precision and that it is expensive compared to asphalt concrete. The life-cycle cost analysis showed that assuming that the grouted macadam has a service life of twenty years and rehabilitation of the asphalt concrete in the form of mill and refill takes place every fourth year the life-cycle costs are approximately the same. A sensitivity analysis was performed that showed that local variations can have large impact on the life-cycle costs. The main conclusion is that grouted macadam can be effective as a pavement material at intersections that experiences severe rutting and frequently reoccurring rehabilitations.

Cut-to-length logging is a mechanized method for delimbing trees and cutting them to length. It is a two-machine operation; taken care by a harvester and a forwarder. The forwarder can cause soil rutting, soil compaction and other detrimental after effects. Therefore it has become vital to protect the forest floor from destructive effects of heavy machines. This initiated the study to delve more into the interaction between the loaded forwarder wheel and the soil. Various WES based rut depth models has been compared to validate its effectiveness in predicting the rut depths. New models have been developed to estimate the rut depth produced by the multipass effect of wheels. Models that could predict the contact pressure between the tire and soil as well as the tire soil contact area has been studied. Various relations to determine the mobility parameters have also been studied. The ones that are suitable to predict mobility parameters have been identified. Roots play a major role in reinforcing the soil and protecting them. This extra reinforcement provided by roots has been taken into account in the thesis work. Lab test with pine tree roots have been carried out to determine the extra reinforcement supplied. Models that are capable of predicting the reinforcement effects due to roots have also been looked into. An initial step towards connecting WES and Bekker models have been done; available models correlating both WES and Bekker models have been analysed and finally a set of relations connecting both have been derived. The effect of slip on sinkage has been studied with the help of both WES and Bekker based models. Multibody simulation software MSC Adams has been used to simulate the forwarder model to determine its suitability for rut depth prediction. Adams has been employed to study the effect of tire inflation pressure and velocity on rut depth. / Kortvirkesmetoden är en mekaniserad för skogsavverkning. Det är en två-maskinsprocess, som utförs av en skördare och en skotare. Skotaren kan orsaka skador på marken, som exempelvis spårbildning och markpackning. Det har blivit allt viktigare att skydda skogen från de marskador orsakade av tunga maskiner. Detta är en initiell studie av samspelet mellan mark och hjul på en lastad skotare. Olika WES-baserade spårdjupsmodeller har jämförts för att värdera deras förmåga att prediktera spårdjupen. Nya modeller har också utvecklats för att uppskatta relationen mellan spårdjup och flera hjulpassager. Modeller som kan prediktera kontakttrycket mellan däcket och marken, samt däckets markkontaktarea har studerats. Olika relationer för att bestämma mobilitetsparametrarna har också studerats. Rötter spelar en viktig roll för att öka markens bärighet och att skydda den. Rötternas effekt på markens bärighet har behandlats i examensarbetet. Labbtester med tallrötter har genomförts för att bestämma deras armeringseffekt. Modeller som kan användas för att prediktera rötternas effekter har också studerats. Ett första steg för att kunna kombinera WES- och Bekker-modeller har utförts, tillgängliga modeller som korrelerar WES- och Bekker-modeller har behandlats och en uppsättning relationer som relaterar de båda modellerna har härletts. Effekten av halka i samband med nedsjunkning har studerats med hjälp av både WES- och Bekkerbaserade modeller. Dynamiksimuleringsprogramet MSC Adams har använts för att simulera skotarmodellen för att bestämma dess lämplighet för spårdjupsförutsägelse. Adams har använts för att studera vilken effekt olika däcktryck och hastighet har på spårdjupet.

Rutting failures are prominent in expedient airfields constructed with AM2 landing mats over soft existing subgrades. There are many issues that must be addressed when approaching this multiaceted problem. The load transfer mechanism occurring at interlocking mat joints and the mat-soil interface bonding condition affect near surface subgrade response. The repeated loading coupled with lateral aircraft wander causes significant principal stress rotation in the subgrade. This kneading action then causes variations in the excess pore-water pressure and a subsequent softening of the soil. The purpose of this study is to investigate the critical factors that lead to subgrade rutting failures in landing mats constructed over soft subgrades. A three dimensional finite element (3D FE) model of a landing mat system over soft subgrade is implemented under both static and pseudo-dynamic loading conditions with aircraft wander. To capture the complex stress histories induced by the simulated moving gear loads over the unique structural features of the AM2 mat system, an elastoplastic kinematic hardening constitutive model, the Multi-Mechanical Model, is developed, calibrated and used to represent the subgrade response. Under both static and pseudo-dynamic loading, the FE model results match very well with the stress and deformation results from full-scale instrumented testing of the AM2 mat over 6 CBR subgrade. Results show that incorporating the load transfer mechanism occurring at the mat joints and varying the mat-soil interface condition affect the near surface subgrade deformation and stress responses that contribute to rutting failures. Furthermore, rotation of the principal stress axes and changes in excess pore-water pressures occur in the subgrade because of the moving tire load. These phenomena contribute to extension of the field of deformation influence around the trafficked area in the subgrade and upheaval at the edges of the test section. Findings of this study show that although layered elastic analysis procedures are the basis of current airfield design methodologies, critical design features and the corresponding deformation responses can be better modeled using the FE approach. Furthermore, the proposed 3D modeling approach implementing aircraft wander can provide a reliable platform for accurately simulating the subgrade response under pseudo-dynamic loading conditions.

No description available.

The purpose of this research was to compare the rutting, cracking, and development of roughness of two asphalt overlay types commonly used in northern Utah and to evaluate how well the Mechanistic-Empirical Pavement Design Guide (MEPDG) can predict the observed results. AC-10 and PG 64-34 asphalt overlay materials were paved in a checkerboard pattern at a test site on State Route 30 near Logan, Utah, and observed for 3 years at 6-month intervals. Primary data included rutting, cracking, and roughness. At the conclusion of the 3-year evaluation period, rut depths were 0.08 in. deeper, on average, in the AC-10 overlay compared to the PG 64-34 overlay. Fatigue cracking in the PG 64-34 overlay exceeded that in the AC-10 overlay by 0.11 percent, on average. The measured roughness of the PG 64-34 overlay was greater by 24 in./mile, on average, than the AC-10 overlay. In summary, although the AC-10 product exhibited more rutting than the PG 64-34 product, the latter exhibited more fatigue cracking and greater roughness than the former. Although the MEPDG predictions for rutting are within the range of observed rut depths, the MEPDG overestimated the AC-10 rut depth while underestimating the PG 64-34 rut depth. Furthermore, the apparent inability of the MEPDG to predict amounts of longitudinal, fatigue, and transverse cracking comparable to measured values is concerning; the MEPDG predicted negligible cracking for both overlay types for the duration of the 3-year analysis period. While the MEPDG cracking models appear to be unsuitable for predicting cracking at this site, the MEPDG predictions for roughness are shown to be within the range of observed values. Given the findings of this study, the researchers recommend that Utah Department of Transportation (UDOT) engineers consider specifying the AC-10 asphalt overlay product for pavement treatments in conditions similar to those evaluated in this investigation. Even though the MEPDG predictions of rutting and roughness were generally correct, the researchers recommend that such predicted values be used as general predictions only. Further evaluation of these models, as well as the MEPDG models for longitudinal, fatigue, and transverse cracking, should be completed before the MEPDG is fully adopted by UDOT.