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Rutting is a major distress occurring in the service life of the asphalt pavement, especially in hot weather areas. A laboratory-produced specimen is widely used for rutting performance evaluation which may not be completely represented by the field situation. The objective of this study is to evaluate the rutting performance of field specimens fro...
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The main objective of this study is to investigate the effect of adding hydrated lime on themoisture damage resistance of asphalt concrete mixtures. In this study two samples of asphalt concrete mixture were prepared, the first sample represent control mixture, and the second sample contain hydrated lime with rate (0.5, 1, 1.5, 2.0, 2.5%) by thetot...
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... The choice of focusing on 'dry' HWTTs was made to better simulate the field behaviour of the mixes in the conditions that occur in the State of Qatar, thereby avoiding the superposition of rutting and moisture damage effects that may be misleading when focusing exclusively on the resistance to permanent deformation. In such a context it should be noted that very few studies have been published on the subject of dry HWTTs (Chaturabong and Bahia 2017a, Walubita et al. Dai et al. 2020) and that no limits deriving from such an alternative procedure are included in specifications. On the contrary, most of the research works documented in the literature refer to the use of the HWTT carried out in wet conditions, with a multitude of analyses performed for its improvement and validation (Aschenbrener 1995, Izzo and Tahmoressi 1999, Williams and Prowell 1999, Lu and Harvey 2006, Yildirim et al. 2007, Mohammad et al. 2015, Chaturabong and Bahia 2017b, Lv et al. 2018, Walubita et al. 2019a). ...
In hot climate regions asphalt mixes can be designed using the classical volumetric approach supplemented by the evaluation of basic mechanical parameters. To minimize the risk of permanent deformation, composition of the mixes can be defined by selecting densely packed aggregates and low binder contents. Despite the effectiveness of such an approach, mix design systems need to be improved by including performance-based tests that focus on the evaluation of the true rutting potential of asphalt mixes. The investigation described in this paper addressed these issues by considering twelve rut-resistant asphalt mixes designed as per the requirements set in the State of Qatar. These mixes, containing neat and polymer-modified binders (PMBs), were subjected to the Hamburg Wheel-Track Test (HWTT), dynamic modulus test and flow number test. Analysis of experimental data led to tentative requirements set on the results of dry HWTTs that can be introduced in the mix design framework currently adopted in the State of Qatar. Calculation of rank correlation coefficients showed that the various tests can be employed in different conditions for the assessment of the true rutting potential of asphalt mixes.
... Rutting is one of the main early distresses in asphalt pavements, which not only significantly reduces the service quality and service life of the road but also poses a serious threat to the driving of the vehicle [1][2][3]. rough investigation, it was found that bad construction quality of the asphalt layer is one of the main reasons for the early distresses in asphalt pavement [4,5]. e construction indices are commonly used to control the construction quality of the asphalt layer [6,7], such as asphalt-aggregate ratio, gradation of asphalt mixture, and rolling temperature. ...
The construction process control of asphalt layers directly affects the road service life and quality. The objective of this study was to establish a rutting model of the wheel-tracking test used for the real-time prediction of the rut depth of asphalt layers in the construction process. The gradation of asphalt mixture, asphalt content, and molding temperature were considered in the development of the new rutting model of the wheel-tracking test. The effects of these three factors on the high-temperature performance of asphalt mixture were analyzed. The order of importance of the factors affecting the high-temperature performance of asphalt mixture is the gradation of asphalt mixture, asphalt-aggregate ratio, and molding temperature. Overall, the predicted values of the rut depth of the wheel-tracking test are very close to the measured values. Furthermore, the difference between the rut depths of asphalt layers of the test group and the control group is small. These comparison results indicate that the new rutting model of the wheel-tracking test has high accuracy and good applicability for the test road.
... The study employed three types of WTT including the APA, the FRT, and the HWTT to assess the asphalt mixes performance and three laboratory devices showed satisfactory correlation with the permanent deformation of the WesTrack section's performance, respectively [9]. Meanwhile, the other study indicated that different test conditions and mixture type in WTT standards will affect the rutting performance and have a correlation [26][27][28][29][30][31][32]. A more recent study performed by Yang et al. has shown that the SALS test at designated loading speed and temperature can be used to simulate the loading condition of the asphalt layer of the full-scale pavement [33]. ...
Rutting resistance is an important consideration for paving asphalt mixes. The cause of rutting is a shear strain in the asphalt pavement structure. Here, the rutting behavior of asphalt pavements was evaluated through laboratory simulations using the Hamburg Wheel-Tracking Test (HWTT), UK Wheel-Tracking Test (UKWTT), and Scaled Accelerated Load Simulator (SALS) test. The correlation between the three simulation tests was analyzed to determine the conversion factor (CF). Two parameters of temperature and speed of simulation testing were evaluated in this study. Subsequently, the representative frequency and dynamic modulus were calculated with consideration of viscoelasticity and time–temperature superposition. Using logical analysis, CF between the three simulation tests was validated. The results showed that the full-scale test yielded the highest stiffness modulus of 4,015 MPa, and the UKWTT yielded the lowest stiffness modulus of 1,857 MPa at 60 °C. From the HWTT results, it was found that the impact of moisture damage at 40 °C is not substantial compared to that at 50 °C. The conversion factor of HWTT at 40 °C, HWTT at 50 °C and UKWTT at 60 °C to SALS were 0.92, 0.74, and 0.63, respectively. Furthermore, the similar rutting performance among SALS, HWTT at 40 °C in dry and wet conditions, and HWTT at 50 °C in dry condition can be observed when the CF is applied. Lastly, the effectiveness of the conversion factor is diminished with increasing rutting damage.
... The previous studies on rutting revolve around hightemperature performance of original materials, structure performance of asphalt pavement, and rutting prediction models [1][2][3][4]. However, less research has been on the transverse profiles of rutting and its effect on driving comfort and safety. ...
To evaluate rutting based on driving quality of vehicles, three pavement models were established in view of the morphological characteristic of pavement ruts and friction coefficients, and the control models of vehicles conducting the braking were established according to different driving conditions. Lateral acceleration, roll angle, yaw angle, and lateral offset were adopted to describe the driving quality and safety of vehicles. The effects of different rut depths and width–height ratios on driving quality of vehicles under different driving conditions were analyzed. Results show that when a vehicle drives across a rut on a dry pavement at a speed of 100 km/h, the rut depth should be less than 20 mm to ensure the driving stability of vehicle. Road engineers and researchers should pay attention to this situation that width-height ratios of sidewall are 1 or smaller. When one wheel of a vehicle is braked in a rut groove with water, the driving speed of vehicles should be strictly controlled within 120 km/h, and the rut depth for road with a high driving speed should be less than 10 mm to ensure the driving stability and safety. The presented findings may make a contribution to maintenance decision-making.
... Asphalt pavement during service life is prone to crack and damage due to heavy load, overload, high temperature, and water erosion, resulting in rutting disease and affecting its driving comfort and safety [1,2]. en, the further development of rutting will also cause other diseases such as network cracks and pits, which will seriously reduce the structural performance and service performance of asphalt pavement [3,4]. ...
Previous studies have indicated that steel slag can be used as a substitute for natural aggregates in asphalt mixture, while little
attention has been paid to systematic investigation of the influences of various external environmental factors on deformation
resistance of steel slag asphalt mixture. In order to understand the service behavior of steel slag asphalt mixture, its permanent
deformation under different condition was investigated based on an indoor simulation test. The chemical composition, microscopic
structure, surface texture, and volume stability of steel slag were firstly characterized. The uniaxial repeated loading test
and standard wheel-tracking test were applied to evaluate the effect of temperature, stress levels, and water damage on the
permanent deformation of AC-16 and AC-20 steel slag asphalt mixtures. The results indicate that a higher content of alkaline
oxide and high-grade texture index existing in steel slag contribute to its strong absorptivity and adhesion of asphalt. *e steel slag
demonstrates fine volume stability due to its lower free-CaO (f-CaO) content, autoclave chalked ratio, and immersion expansion
ratio. The permanent deformation of steel slag asphalt mixtures increases rapidly under higher stress and temperatures in contrast
to lower increment at lower stress and temperatures. Asphalt mixtures at higher stress and higher temperatures and water
condition exhibit larger rutting deformation and inferior rutting resistance. AC-16 steel slag asphalt mixture has superior
resistance to permanent deformation than AC-20 asphalt mixture. Rutting factors show different degrees of impact in a decreasing
order of temperature, water damage, and stress levels. The findings have significant implications for providing a theoretical basis
for reusing steel slag in pavement construction and facilitating engineering application of steel slag asphalt mixture.
... In general, asphalt pavement was subjected to the combined action of traffic loadings and environmental actions during service life, thus leading to a larger number of pavement distresses, such as low-temperature shrinkage cracking [1][2][3], high-temperature rutting [4][5][6][7] and fatigue damage [8][9][10], in which rutting is one of the most dominant pavement distresses [11,12,39]. In addition to the impact on pavement structure, the excessive deformation of pavement surface will lead to the reduction of pavement roughness, which will affect the driving comfort of vehicles. ...
This study aims to characterize the transverse profile shapes (TPSs) of rutting on asphalt pavement and to produce useful information to the highway administration in what concerns rutting. A novel framework was developed to implement an accurate description on rutting, which integrates four steps (data acquisition, TPS adjustment, TPS categorization and indicator analysis). Various indexes were analyzed and used to characterize these profiles. A new dimensionality reduction method was constructed based on correlation coefficient matrix (CCM) to avoid the repetition of indexes. These data from the Long-Term Pavement Performance (LTPP) program were collected and screened in the study. The categorization and time-dependent evolution of TPS were conducted based on the developed framework. The statistical analysis and dimensionality reduction of these indexes were carried out. Results show that the established framework allows to categorize and accurately describe the TPS of rutting. The TPSs are divided into five typical shapes and an irregular shape, and the type 5 and the irregular shape are not very valuable. There are different time-dependent evolutions for various types of TPS, which may be associated with trajectory of vehicles. The obtained critical value of these indexes should be attracted an attention from road administrations. The constructed dimensionality reduction method is capable of eliminating the redundancy of indexes, and thus optimizing the characterization effects. Different types of TPS correspond to different index systems. Extensive work on the application of information proposed in this study is still need in predicting pavement performance and conducting maintenance decision-making in further.
The addition of polymer modifiers to bitumen has been discovered to effectively improve the rutting performance of asphalt mixtures. However, the understanding of the mechanism underlying its rutting resistance is of crucial importance. This study utilized an impressive machine learning approach based on Gaussian process regression (GPR) to predict the rutting potential of asphalt mixtures modified with polyethylene waste dust. To design the experimental setup, a Taguchi orthogonal array was utilized, incorporating three factors with three levels, to predict indirect tensile strength (ITS) and Marshall quotient (MQ) which simulate rutting potential. The results obtained from the performance evaluation of the GPR model indicated coefficient of determination (R2) and root mean square error values of 0.96 and 1.826 for MQ while ITS indicated 0.969 and 0.027 for testing sets. Moreover, the sensitivity analysis of the model showed that bitumen content is the most significant factor for predicting rutting performance of modified mixtures using MQ, while mixture type is the most sensitive variable when the ITS method is deployed to evaluate rutting.
This study aimed to investigate the rutting and strain characteristics of rubberized asphalt rejuvenated reclaimed asphalt pavement (RARR). Accelerated pavement tester (APT) was employed to apply wheel load and tire pressure on the instrumented test field. Seven embedded fiber grating sensors were placed at the bottom of the RARR surface layer to collect strain data. In total, 700,000 wheel passes were applied on RARR pavement in 25 loading cycles. Data on rutting deformation was collected after each loading cycle while strain data was collected throughout the test. Results revealed that RARR pavement presented rapid rutting depth and rutting area increase in the first 100,000 wheel passes. After 450,000 wheel passes, the rut area directly contacted with the wheel load presented an almost constant increasing rate with additional wheel passes, while the influence rut area remained unchanged. As regard to strain at the bottom of the RARR surface layer, it was found that the maximum strain after 100,000 wheel passes reached more than 70% of the maximum strain occurred during the final loading cycle. Large strain differences were found after 300,000 wheel passes and the worst case scenario occurred after 700,000 wheel passes. For strain right under the wheel tracks, results revealed that horizontal strain recovery ability was better than that of vertical strain. Moreover, it was found that wheel loadings actually enhance the strain recovery ability of RARR pavement. This was believed to be caused by the further densification of RARR while loading, which enhanced the elastic recovery ability of RARR asphalt mixture as a whole.
Bu çalışmada, arazi koşullarında gerçek silindir sıkıştırması ile üretilerek yaşlanmış kaplamaların kalınlıklarının deformasyon, çatlama direnci ve su hasarı direnci üzerindeki etkileri araştırılmıştır. Kullanılan örnekler, 40mm ile 90mm arasında değişen kalınlıklarda, yol kaplamasından kesilerek alınmıştır. Hamburg tekerlek izi deneyi, deformasyon kontrollü kiriş eğilme deneyi ve tekrarlı-yük kontrollü kiriş eğilme deneyi kaplama örneklerine yapılmıştır. Kaplama özelliklerinin kalınlık değişiminden önemli oranda etkilendiği görülmüştür. Kaplama kalınlığının artması ile deformasyon miktarı da artmış ancak Hamburg tekerlek izi deneyinden elde edilen deformasyon ve su hasarı direnci ile kaplama kalınlığı arasında yüksek korelasyon oluşmamıştır. Hamburg tekerlek izi deneyinde 70mm’den daha kalın örneklerde soyulma büküm noktaları oluşmuştur. Deformasyon kontrollü ve tekrarlı yük kontrollü kiriş eğilme deneylerinde, kaplama kalınlığının artması ile kırılmaya neden olan yük ve aynı miktarda deformasyonun oluşması için gereken yük te artmıştır. Regresyon analizlerinde, kırılma yükü-kaplama kalınlığı ve deformasyon-kaplama kalınlığı arasındaki ilgileşimde sırasıyla R2=0.9734 ve R2=0.9859 korelasyon katsayıları oluşmuştur.
